❓ A parliamentary question on notice regarding the Southern Rail Line project, focusing on route changes, passenger estimates, freeway traffic, level crossings, population growth, and cost. The Minister's answers provide some data but defer detailed responses to the upcoming supplementary Master Plan.
AnsweredQoN 1122Legislative Assembly
QuestionView source ↗
(1) With respect to the Minister’s preferred rail route for the Southern Rail Line how many kilometres of new railway will it involve?
(2) How many kilometres are saved on the former plan?
(3) What is the anticipated number of passenger journeys per day in 2006 when the line is operating through to Mandurah?
(4) How does the answer to (3) compare with estimates for the former plan, in percentage terms?
(5) What is the current number of bus passengers travelling down the Kwinana Freeway?
(6) What is the current number of motor vehicles travelling down the Kwinana Freeway?
(7) What is the estimated number of bus passengers travelling down the Kwinana Freeway in 2006?
(8) What is the estimated number of motor vehicles travelling down the Kwinana Freeway in 2006?
(9) Will the planned elimination of 5 railway level crossings between Perth Station and Thompson Lake be abandoned?
(10) Was the Minister presented with an overall plan on how the railway will be operated and integrated with other transport services before making the decision to change the route?
(11) What is the projected population growth over the next twenty years in the southern corridor areas that will not be serviced by the new rail line?
(12) What is the forecast number of passengers expected to use the rail from Mandurah?
(13) What is the forecast number of passengers expected to use the rail from Rockingham?
(14) What factors, other than travelling time to Rockingham/Mandurah, were critical in determining that the rail line route should be along the Kwinana Freeway?
(15) What is the source of advice to the Minister that the space along the Kwinana Freeway will be sufficient to safely build a rail line?
(16) What is the estimated cost of additional construction work that will be required along the Kwinana Freeway, including all bridges, to accommodate the new rail route?
(2) How many kilometres are saved on the former plan?
(3) What is the anticipated number of passenger journeys per day in 2006 when the line is operating through to Mandurah?
(4) How does the answer to (3) compare with estimates for the former plan, in percentage terms?
(5) What is the current number of bus passengers travelling down the Kwinana Freeway?
(6) What is the current number of motor vehicles travelling down the Kwinana Freeway?
(7) What is the estimated number of bus passengers travelling down the Kwinana Freeway in 2006?
(8) What is the estimated number of motor vehicles travelling down the Kwinana Freeway in 2006?
(9) Will the planned elimination of 5 railway level crossings between Perth Station and Thompson Lake be abandoned?
(10) Was the Minister presented with an overall plan on how the railway will be operated and integrated with other transport services before making the decision to change the route?
(11) What is the projected population growth over the next twenty years in the southern corridor areas that will not be serviced by the new rail line?
(12) What is the forecast number of passengers expected to use the rail from Mandurah?
(13) What is the forecast number of passengers expected to use the rail from Rockingham?
(14) What factors, other than travelling time to Rockingham/Mandurah, were critical in determining that the rail line route should be along the Kwinana Freeway?
(15) What is the source of advice to the Minister that the space along the Kwinana Freeway will be sufficient to safely build a rail line?
(16) What is the estimated cost of additional construction work that will be required along the Kwinana Freeway, including all bridges, to accommodate the new rail route?
AnswerView source ↗
Answered
19 February 2002
Responded by
Minister for Planning and Infrastructure
Response time
126 days
(2). The distance from Mandurah to Perth via the direct route is 71.4 kilometres compared to 81.6 kilometres via the Kenwick route. (3, 4). The patronage demand modelling is currently in progress. A precise direct comparison will not be available until the completion of the supplementary Master Plan. (5). A total of 6,430 bus passengers were recorded during the morning peak two hour period in March 2001, of which 1,160 were Thomsons Lake and South thereof, (6). Approxiamately 44,000 cars per day in each direction North of the Mount Henry Bridge. (7, 8). This is a by-product of patronage demand modelling for the railway, and will become evident once the patronage demand modelling is completed. (9). Grade separated crossings are still proposed at Mint/Archer Street, Oats Street, Welshpool Road, Gerrard Street, Spencer Road and possibly Nicholson Road. (10). In concept, yes - the detail is developed through the Master Plan. (11). The question is difficult to answer at this stage and further research would be needed. However, the vast majority of the population in the previous Kenwick Route catchment area will be retained to rail with the new Direct Route. (12 - 13). Final figures will be set out in the supplementary masterplan. (14). Economic, environmental and social factors were critical in making the decision in favour of the direct route. The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(3, 4). The patronage demand modelling is currently in progress. A precise direct comparison will not be available until the completion of the supplementary Master Plan. (5). A total of 6,430 bus passengers were recorded during the morning peak two hour period in March 2001, of which 1,160 were Thomsons Lake and South thereof, (6). Approxiamately 44,000 cars per day in each direction North of the Mount Henry Bridge. (7, 8). This is a by-product of patronage demand modelling for the railway, and will become evident once the patronage demand modelling is completed. (9). Grade separated crossings are still proposed at Mint/Archer Street, Oats Street, Welshpool Road, Gerrard Street, Spencer Road and possibly Nicholson Road. (10). In concept, yes - the detail is developed through the Master Plan. (11). The question is difficult to answer at this stage and further research would be needed. However, the vast majority of the population in the previous Kenwick Route catchment area will be retained to rail with the new Direct Route. (12 - 13). Final figures will be set out in the supplementary masterplan. (14). Economic, environmental and social factors were critical in making the decision in favour of the direct route. The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(5). A total of 6,430 bus passengers were recorded during the morning peak two hour period in March 2001, of which 1,160 were Thomsons Lake and South thereof, (6). Approxiamately 44,000 cars per day in each direction North of the Mount Henry Bridge. (7, 8). This is a by-product of patronage demand modelling for the railway, and will become evident once the patronage demand modelling is completed. (9). Grade separated crossings are still proposed at Mint/Archer Street, Oats Street, Welshpool Road, Gerrard Street, Spencer Road and possibly Nicholson Road. (10). In concept, yes - the detail is developed through the Master Plan. (11). The question is difficult to answer at this stage and further research would be needed. However, the vast majority of the population in the previous Kenwick Route catchment area will be retained to rail with the new Direct Route. (12 - 13). Final figures will be set out in the supplementary masterplan. (14). Economic, environmental and social factors were critical in making the decision in favour of the direct route. The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(6). Approxiamately 44,000 cars per day in each direction North of the Mount Henry Bridge. (7, 8). This is a by-product of patronage demand modelling for the railway, and will become evident once the patronage demand modelling is completed. (9). Grade separated crossings are still proposed at Mint/Archer Street, Oats Street, Welshpool Road, Gerrard Street, Spencer Road and possibly Nicholson Road. (10). In concept, yes - the detail is developed through the Master Plan. (11). The question is difficult to answer at this stage and further research would be needed. However, the vast majority of the population in the previous Kenwick Route catchment area will be retained to rail with the new Direct Route. (12 - 13). Final figures will be set out in the supplementary masterplan. (14). Economic, environmental and social factors were critical in making the decision in favour of the direct route. The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(7, 8). This is a by-product of patronage demand modelling for the railway, and will become evident once the patronage demand modelling is completed. (9). Grade separated crossings are still proposed at Mint/Archer Street, Oats Street, Welshpool Road, Gerrard Street, Spencer Road and possibly Nicholson Road. (10). In concept, yes - the detail is developed through the Master Plan. (11). The question is difficult to answer at this stage and further research would be needed. However, the vast majority of the population in the previous Kenwick Route catchment area will be retained to rail with the new Direct Route. (12 - 13). Final figures will be set out in the supplementary masterplan. (14). Economic, environmental and social factors were critical in making the decision in favour of the direct route. The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(9). Grade separated crossings are still proposed at Mint/Archer Street, Oats Street, Welshpool Road, Gerrard Street, Spencer Road and possibly Nicholson Road. (10). In concept, yes - the detail is developed through the Master Plan. (11). The question is difficult to answer at this stage and further research would be needed. However, the vast majority of the population in the previous Kenwick Route catchment area will be retained to rail with the new Direct Route. (12 - 13). Final figures will be set out in the supplementary masterplan. (14). Economic, environmental and social factors were critical in making the decision in favour of the direct route. The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(10). In concept, yes - the detail is developed through the Master Plan. (11). The question is difficult to answer at this stage and further research would be needed. However, the vast majority of the population in the previous Kenwick Route catchment area will be retained to rail with the new Direct Route. (12 - 13). Final figures will be set out in the supplementary masterplan. (14). Economic, environmental and social factors were critical in making the decision in favour of the direct route. The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(11). The question is difficult to answer at this stage and further research would be needed. However, the vast majority of the population in the previous Kenwick Route catchment area will be retained to rail with the new Direct Route. (12 - 13). Final figures will be set out in the supplementary masterplan. (14). Economic, environmental and social factors were critical in making the decision in favour of the direct route. The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(12 - 13). Final figures will be set out in the supplementary masterplan. (14). Economic, environmental and social factors were critical in making the decision in favour of the direct route. The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(14). Economic, environmental and social factors were critical in making the decision in favour of the direct route. The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(16). The cost of construction north of Glen Iris is estimated to be $320 million.
(3, 4). The patronage demand modelling is currently in progress. A precise direct comparison will not be available until the completion of the supplementary Master Plan. (5). A total of 6,430 bus passengers were recorded during the morning peak two hour period in March 2001, of which 1,160 were Thomsons Lake and South thereof, (6). Approxiamately 44,000 cars per day in each direction North of the Mount Henry Bridge. (7, 8). This is a by-product of patronage demand modelling for the railway, and will become evident once the patronage demand modelling is completed. (9). Grade separated crossings are still proposed at Mint/Archer Street, Oats Street, Welshpool Road, Gerrard Street, Spencer Road and possibly Nicholson Road. (10). In concept, yes - the detail is developed through the Master Plan. (11). The question is difficult to answer at this stage and further research would be needed. However, the vast majority of the population in the previous Kenwick Route catchment area will be retained to rail with the new Direct Route. (12 - 13). Final figures will be set out in the supplementary masterplan. (14). Economic, environmental and social factors were critical in making the decision in favour of the direct route. The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(5). A total of 6,430 bus passengers were recorded during the morning peak two hour period in March 2001, of which 1,160 were Thomsons Lake and South thereof, (6). Approxiamately 44,000 cars per day in each direction North of the Mount Henry Bridge. (7, 8). This is a by-product of patronage demand modelling for the railway, and will become evident once the patronage demand modelling is completed. (9). Grade separated crossings are still proposed at Mint/Archer Street, Oats Street, Welshpool Road, Gerrard Street, Spencer Road and possibly Nicholson Road. (10). In concept, yes - the detail is developed through the Master Plan. (11). The question is difficult to answer at this stage and further research would be needed. However, the vast majority of the population in the previous Kenwick Route catchment area will be retained to rail with the new Direct Route. (12 - 13). Final figures will be set out in the supplementary masterplan. (14). Economic, environmental and social factors were critical in making the decision in favour of the direct route. The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(6). Approxiamately 44,000 cars per day in each direction North of the Mount Henry Bridge. (7, 8). This is a by-product of patronage demand modelling for the railway, and will become evident once the patronage demand modelling is completed. (9). Grade separated crossings are still proposed at Mint/Archer Street, Oats Street, Welshpool Road, Gerrard Street, Spencer Road and possibly Nicholson Road. (10). In concept, yes - the detail is developed through the Master Plan. (11). The question is difficult to answer at this stage and further research would be needed. However, the vast majority of the population in the previous Kenwick Route catchment area will be retained to rail with the new Direct Route. (12 - 13). Final figures will be set out in the supplementary masterplan. (14). Economic, environmental and social factors were critical in making the decision in favour of the direct route. The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(7, 8). This is a by-product of patronage demand modelling for the railway, and will become evident once the patronage demand modelling is completed. (9). Grade separated crossings are still proposed at Mint/Archer Street, Oats Street, Welshpool Road, Gerrard Street, Spencer Road and possibly Nicholson Road. (10). In concept, yes - the detail is developed through the Master Plan. (11). The question is difficult to answer at this stage and further research would be needed. However, the vast majority of the population in the previous Kenwick Route catchment area will be retained to rail with the new Direct Route. (12 - 13). Final figures will be set out in the supplementary masterplan. (14). Economic, environmental and social factors were critical in making the decision in favour of the direct route. The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(9). Grade separated crossings are still proposed at Mint/Archer Street, Oats Street, Welshpool Road, Gerrard Street, Spencer Road and possibly Nicholson Road. (10). In concept, yes - the detail is developed through the Master Plan. (11). The question is difficult to answer at this stage and further research would be needed. However, the vast majority of the population in the previous Kenwick Route catchment area will be retained to rail with the new Direct Route. (12 - 13). Final figures will be set out in the supplementary masterplan. (14). Economic, environmental and social factors were critical in making the decision in favour of the direct route. The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(10). In concept, yes - the detail is developed through the Master Plan. (11). The question is difficult to answer at this stage and further research would be needed. However, the vast majority of the population in the previous Kenwick Route catchment area will be retained to rail with the new Direct Route. (12 - 13). Final figures will be set out in the supplementary masterplan. (14). Economic, environmental and social factors were critical in making the decision in favour of the direct route. The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(11). The question is difficult to answer at this stage and further research would be needed. However, the vast majority of the population in the previous Kenwick Route catchment area will be retained to rail with the new Direct Route. (12 - 13). Final figures will be set out in the supplementary masterplan. (14). Economic, environmental and social factors were critical in making the decision in favour of the direct route. The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(12 - 13). Final figures will be set out in the supplementary masterplan. (14). Economic, environmental and social factors were critical in making the decision in favour of the direct route. The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(14). Economic, environmental and social factors were critical in making the decision in favour of the direct route. The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
The direct route will result in an increase in patronage as a result of the significant travel time savings. This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
This will maximise the efficiency of the rail network and maximise the return from the major investment being made. The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
The increase in patronage has a significant environmental benefit in reducing the number of cars on our roads and reducing harmful emissions. The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
The social benefits arise from the provision of easy, rapid access to employment, education, and other community services for the people of the South West Metropolitan suburbs. (15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(15). Senior Executives from within the Perth Urban Rail Development Project. This included the former Director who built the Northern Suburbs Transit System and the Planning Engineer for that Project who developed the cross section for that railway. (16). The cost of construction north of Glen Iris is estimated to be $320 million.
(16). The cost of construction north of Glen Iris is estimated to be $320 million.
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Hansard
Debates, questions, speeches and sentiment.
Tabled Papers
Reports and documents tabled in Parliament.
Committees
Committee profiles and recent reports.
Regulations
Subsidiary legislation with filters and summaries.
Bills
Proposed laws and parliamentary progress.
Acts
Current WA legislation and summaries.
Explanatory Memoranda
Bills with EMs (text/PDF) available.
Members
MP profiles, party breakdown and rankings.
Pollie Rankings
Data-driven rankings across 19 categories.
Amendment Chains
Track how schemes and regulations evolve over time.