❓ A WA parliamentary question scrutinising the cost, timeline, and environmental impact of the Perth to Mandurah rail link project, focusing on potential cost overruns, operational expenses, and comparisons to alternative transport systems.
AnsweredQoN 1137Legislative Assembly
QuestionView source ↗
As the Minister has already conceded in a media statement the construction cost of the Perth to Mandurah rail link currently stands at a minimum of $1.6 billion and may well rise further. Will the Minister please advise -
(1) Can the Minister give an accurate estimate of what the total construction cost will be?
(2) Can the Minister provide any date in 2007 when the service will commence?
(3) Is the publicised figure of $114 million an accurate financial assessment of the annual running costs?
(4) If not, what is the accurate financial assessment of the annual running costs?
(5) Does this figure of $114 million include the leasing cost of all rolling stock required to provide the service?
(6) If not, does the current construction cost of $1.6 billion include the leasing cost of this rolling stock?
(7) If not, could the Minister please provide the following information with regard to the leasing arrangement for this rolling stock -
(a) has a contractual relationship been entered into with a supplier;
(b) if so, who is the supplier;
(c) where is the supplier;
(d) what is the detailed inventory of rolling stock required;
(e) what is the total estimated leasing cost and any other costs pertaining to this leasing agreement;
(f) what is the delivery date;
(g) has the significant delay in the commencement date of the service resulted in increases in any and all leasing costs;
(h) if so, what is this increase in any and all leasing costs;
(i) is it the same supplier that provided the rolling stock for the AvonLink and Prospector Services; and
(j) if so, what contractual protective mechanisms have been put in place to ensure similar mechanical problems and delays do not occur as did with the AvonLink and Prospector Services?
(8) Does the publicised figure of $114 million include all costs of running the service including, but not limited to -
(a) all staff salaries and on-costs;
(b) all administration costs including ticketing;
(c) all promotion and marketing costs;
(d) all maintenance costs;
(e) all fuel/power costs;
(f) all infrastructure costs required for passenger safety and protection;
(g) all infrastructure costs required for the safety and protection of third parties from the service; and
(h) all corporate charges?
(9) Is the Minister aware that the Government's own planning processes opined this service may not be viable because of the enormous capital outlay in -
(a) the initial costs of construction; and
(b) the annual running costs?
(10) Is the Minister aware of the number of passengers expected to utilize the service in the first full year of operation?
(a) If so, how many persons is that?
(11) Is the Minister aware if the fare structure has been set -
(a) for each station on route;
(b) for any required bus service linkage onto the route; and
(c) how much will these fares be in comparison to similar services?
(12) Is the Minister aware of any Community Service Obligations (CSO) having been taken into account with regard to the fare structure -
(a) If so, how much is the CSO component; and
(b) what will be the variance between the CSO component and the actual cost of the delivery of all components of the service to each passenger?
(13) Could the Minister please provide statistics which prove beyond reasonable doubt -
(a) the Perth to Mandurah service will produce less ozone destroying pollutants than the current bus transport system would in providing a similar service;
(b) this service will produce less ozone destroying pollutants than future bus transport systems would using Liquefied Natural Gas derivatives, biofuels, or hydrogen fuel cells;
(c) this service will cost less to maintain than a similar bus service using currently available, alternative low toxic emission fuels such as Bio-Diesel; and
(d) if yes to (a) (b) and (c) will the Minister please detail the difference?
(14) Could the Minister please provide statistics which prove beyond a reasonable doubt that the opening of the Perth to Joondalup rail link has seen a significant reduction, in both numerical and percentage terms in -
(a) private vehicular traffic using the Mitchell Freeway and other major arteries servicing the Perth to Joondalup rail link catchment area in the Northam suburbs;
(b) public-transport vehicular traffic servicing these same suburbs;
(c) the number of bus linkages in these same suburbs;
(d) traffic congestion in these same suburbs;
(e) traffic accidents in these same suburbs;
(f) greenhouse gas emissions in these same suburbs; and
(g) road construction and maintenance costs in these same suburbs?
(15) Has the Minister any accurate projections for the Perth to Mandurah rail service regarding the -
(a) number of buses that will be removed from service in the Southern suburbs serviced by this rail link;
(b) estimated reduction in the use of private vehicular transport in the same area;
(c) estimated reduction in traffic congestion in the same area;
(d) estimated reduction in traffic accidents in the same area;
(e) estimated reduction in greenhouse gas emissions in the same area; and
(f) estimated reduction in road construction and maintenance costs in the same area?
(16) Given the Minister's recent public statement, what is the actual date for repayment of all debt accrued through the construction of the Perth to Mandurah rail link?
(1) Can the Minister give an accurate estimate of what the total construction cost will be?
(2) Can the Minister provide any date in 2007 when the service will commence?
(3) Is the publicised figure of $114 million an accurate financial assessment of the annual running costs?
(4) If not, what is the accurate financial assessment of the annual running costs?
(5) Does this figure of $114 million include the leasing cost of all rolling stock required to provide the service?
(6) If not, does the current construction cost of $1.6 billion include the leasing cost of this rolling stock?
(7) If not, could the Minister please provide the following information with regard to the leasing arrangement for this rolling stock -
(a) has a contractual relationship been entered into with a supplier;
(b) if so, who is the supplier;
(c) where is the supplier;
(d) what is the detailed inventory of rolling stock required;
(e) what is the total estimated leasing cost and any other costs pertaining to this leasing agreement;
(f) what is the delivery date;
(g) has the significant delay in the commencement date of the service resulted in increases in any and all leasing costs;
(h) if so, what is this increase in any and all leasing costs;
(i) is it the same supplier that provided the rolling stock for the AvonLink and Prospector Services; and
(j) if so, what contractual protective mechanisms have been put in place to ensure similar mechanical problems and delays do not occur as did with the AvonLink and Prospector Services?
(8) Does the publicised figure of $114 million include all costs of running the service including, but not limited to -
(a) all staff salaries and on-costs;
(b) all administration costs including ticketing;
(c) all promotion and marketing costs;
(d) all maintenance costs;
(e) all fuel/power costs;
(f) all infrastructure costs required for passenger safety and protection;
(g) all infrastructure costs required for the safety and protection of third parties from the service; and
(h) all corporate charges?
(9) Is the Minister aware that the Government's own planning processes opined this service may not be viable because of the enormous capital outlay in -
(a) the initial costs of construction; and
(b) the annual running costs?
(10) Is the Minister aware of the number of passengers expected to utilize the service in the first full year of operation?
(a) If so, how many persons is that?
(11) Is the Minister aware if the fare structure has been set -
(a) for each station on route;
(b) for any required bus service linkage onto the route; and
(c) how much will these fares be in comparison to similar services?
(12) Is the Minister aware of any Community Service Obligations (CSO) having been taken into account with regard to the fare structure -
(a) If so, how much is the CSO component; and
(b) what will be the variance between the CSO component and the actual cost of the delivery of all components of the service to each passenger?
(13) Could the Minister please provide statistics which prove beyond reasonable doubt -
(a) the Perth to Mandurah service will produce less ozone destroying pollutants than the current bus transport system would in providing a similar service;
(b) this service will produce less ozone destroying pollutants than future bus transport systems would using Liquefied Natural Gas derivatives, biofuels, or hydrogen fuel cells;
(c) this service will cost less to maintain than a similar bus service using currently available, alternative low toxic emission fuels such as Bio-Diesel; and
(d) if yes to (a) (b) and (c) will the Minister please detail the difference?
(14) Could the Minister please provide statistics which prove beyond a reasonable doubt that the opening of the Perth to Joondalup rail link has seen a significant reduction, in both numerical and percentage terms in -
(a) private vehicular traffic using the Mitchell Freeway and other major arteries servicing the Perth to Joondalup rail link catchment area in the Northam suburbs;
(b) public-transport vehicular traffic servicing these same suburbs;
(c) the number of bus linkages in these same suburbs;
(d) traffic congestion in these same suburbs;
(e) traffic accidents in these same suburbs;
(f) greenhouse gas emissions in these same suburbs; and
(g) road construction and maintenance costs in these same suburbs?
(15) Has the Minister any accurate projections for the Perth to Mandurah rail service regarding the -
(a) number of buses that will be removed from service in the Southern suburbs serviced by this rail link;
(b) estimated reduction in the use of private vehicular transport in the same area;
(c) estimated reduction in traffic congestion in the same area;
(d) estimated reduction in traffic accidents in the same area;
(e) estimated reduction in greenhouse gas emissions in the same area; and
(f) estimated reduction in road construction and maintenance costs in the same area?
(16) Given the Minister's recent public statement, what is the actual date for repayment of all debt accrued through the construction of the Perth to Mandurah rail link?
AnswerView source ↗
Answered
30 May 2006
Responded by
Minister for Planning and Infrastructure
Response time
28 days
(b) if so, who is the supplier; (c) where is the supplier; (d) what is the detailed inventory of rolling stock required; (e) what is the total estimated leasing cost and any other costs pertaining to this leasing agreement; (f) what is the delivery date; (g) has the significant delay in the commencement date of the service resulted in increases in any and all leasing costs; (h) if so, what is this increase in any and all leasing costs; (i) is it the same supplier that provided the rolling stock for the AvonLink and Prospector Services; and (j) if so, what contractual protective mechanisms have been put in place to ensure similar mechanical problems and delays do not occur as did with the AvonLink and Prospector Services?
(c) where is the supplier; (d) what is the detailed inventory of rolling stock required; (e) what is the total estimated leasing cost and any other costs pertaining to this leasing agreement; (f) what is the delivery date; (g) has the significant delay in the commencement date of the service resulted in increases in any and all leasing costs; (h) if so, what is this increase in any and all leasing costs; (i) is it the same supplier that provided the rolling stock for the AvonLink and Prospector Services; and (j) if so, what contractual protective mechanisms have been put in place to ensure similar mechanical problems and delays do not occur as did with the AvonLink and Prospector Services?
(d) what is the detailed inventory of rolling stock required; (e) what is the total estimated leasing cost and any other costs pertaining to this leasing agreement; (f) what is the delivery date; (g) has the significant delay in the commencement date of the service resulted in increases in any and all leasing costs; (h) if so, what is this increase in any and all leasing costs; (i) is it the same supplier that provided the rolling stock for the AvonLink and Prospector Services; and (j) if so, what contractual protective mechanisms have been put in place to ensure similar mechanical problems and delays do not occur as did with the AvonLink and Prospector Services?
(e) what is the total estimated leasing cost and any other costs pertaining to this leasing agreement; (f) what is the delivery date; (g) has the significant delay in the commencement date of the service resulted in increases in any and all leasing costs; (h) if so, what is this increase in any and all leasing costs; (i) is it the same supplier that provided the rolling stock for the AvonLink and Prospector Services; and (j) if so, what contractual protective mechanisms have been put in place to ensure similar mechanical problems and delays do not occur as did with the AvonLink and Prospector Services?
(f) what is the delivery date; (g) has the significant delay in the commencement date of the service resulted in increases in any and all leasing costs; (h) if so, what is this increase in any and all leasing costs; (i) is it the same supplier that provided the rolling stock for the AvonLink and Prospector Services; and (j) if so, what contractual protective mechanisms have been put in place to ensure similar mechanical problems and delays do not occur as did with the AvonLink and Prospector Services?
(g) has the significant delay in the commencement date of the service resulted in increases in any and all leasing costs; (h) if so, what is this increase in any and all leasing costs; (i) is it the same supplier that provided the rolling stock for the AvonLink and Prospector Services; and (j) if so, what contractual protective mechanisms have been put in place to ensure similar mechanical problems and delays do not occur as did with the AvonLink and Prospector Services?
(h) if so, what is this increase in any and all leasing costs; (i) is it the same supplier that provided the rolling stock for the AvonLink and Prospector Services; and (j) if so, what contractual protective mechanisms have been put in place to ensure similar mechanical problems and delays do not occur as did with the AvonLink and Prospector Services?
(i) is it the same supplier that provided the rolling stock for the AvonLink and Prospector Services; and (j) if so, what contractual protective mechanisms have been put in place to ensure similar mechanical problems and delays do not occur as did with the AvonLink and Prospector Services?
(j) if so, what contractual protective mechanisms have been put in place to ensure similar mechanical problems and delays do not occur as did with the AvonLink and Prospector Services?
(b) all administration costs including ticketing; (c) all promotion and marketing costs; (d) all maintenance costs; (e) all fuel/power costs; (f) all infrastructure costs required for passenger safety and protection; (g) all infrastructure costs required for the safety and protection of third parties from the service; and (h) all corporate charges?
(c) all promotion and marketing costs; (d) all maintenance costs; (e) all fuel/power costs; (f) all infrastructure costs required for passenger safety and protection; (g) all infrastructure costs required for the safety and protection of third parties from the service; and (h) all corporate charges?
(d) all maintenance costs; (e) all fuel/power costs; (f) all infrastructure costs required for passenger safety and protection; (g) all infrastructure costs required for the safety and protection of third parties from the service; and (h) all corporate charges?
(e) all fuel/power costs; (f) all infrastructure costs required for passenger safety and protection; (g) all infrastructure costs required for the safety and protection of third parties from the service; and (h) all corporate charges?
(f) all infrastructure costs required for passenger safety and protection; (g) all infrastructure costs required for the safety and protection of third parties from the service; and (h) all corporate charges?
(g) all infrastructure costs required for the safety and protection of third parties from the service; and (h) all corporate charges?
(h) all corporate charges?
(b) the annual running costs?
(b) for any required bus service linkage onto the route; and (c) how much will these fares be in comparison to similar services?
(c) how much will these fares be in comparison to similar services?
(b) what will be the variance between the CSO component and the actual cost of the delivery of all components of the service to each passenger?
(b) this service will produce less ozone destroying pollutants than future bus transport systems would using Liquefied Natural Gas derivatives, biofuels, or hydrogen fuel cells; (c) this service will cost less to maintain than a similar bus service using currently available, alternative low toxic emission fuels such as Bio-Diesel; and (d) if yes to (a) (b) and (c) will the Minister please detail the difference?
(c) this service will cost less to maintain than a similar bus service using currently available, alternative low toxic emission fuels such as Bio-Diesel; and (d) if yes to (a) (b) and (c) will the Minister please detail the difference?
(d) if yes to (a) (b) and (c) will the Minister please detail the difference?
(b) public-transport vehicular traffic servicing these same suburbs; (c) the number of bus linkages in these same suburbs; (d) traffic congestion in these same suburbs; (e) traffic accidents in these same suburbs; (f) greenhouse gas emissions in these same suburbs; and (g) road construction and maintenance costs in these same suburbs?
(c) the number of bus linkages in these same suburbs; (d) traffic congestion in these same suburbs; (e) traffic accidents in these same suburbs; (f) greenhouse gas emissions in these same suburbs; and (g) road construction and maintenance costs in these same suburbs?
(d) traffic congestion in these same suburbs; (e) traffic accidents in these same suburbs; (f) greenhouse gas emissions in these same suburbs; and (g) road construction and maintenance costs in these same suburbs?
(e) traffic accidents in these same suburbs; (f) greenhouse gas emissions in these same suburbs; and (g) road construction and maintenance costs in these same suburbs?
(f) greenhouse gas emissions in these same suburbs; and (g) road construction and maintenance costs in these same suburbs?
(g) road construction and maintenance costs in these same suburbs?
(b) estimated reduction in the use of private vehicular transport in the same area; (c) estimated reduction in traffic congestion in the same area; (d) estimated reduction in traffic accidents in the same area; (e) estimated reduction in greenhouse gas emissions in the same area; and (f) estimated reduction in road construction and maintenance costs in the same area?
(c) estimated reduction in traffic congestion in the same area; (d) estimated reduction in traffic accidents in the same area; (e) estimated reduction in greenhouse gas emissions in the same area; and (f) estimated reduction in road construction and maintenance costs in the same area?
(d) estimated reduction in traffic accidents in the same area; (e) estimated reduction in greenhouse gas emissions in the same area; and (f) estimated reduction in road construction and maintenance costs in the same area?
(e) estimated reduction in greenhouse gas emissions in the same area; and (f) estimated reduction in road construction and maintenance costs in the same area?
(f) estimated reduction in road construction and maintenance costs in the same area?
(2) Services on the Southern Suburbs Railway are currently expected to commence in late July 2007, based on program advice formally received from the City Rail contractor. However this also depends on the performance of the City Rail contractor which is subject to review. (3-4) Annual running costs are included in the forward estimates for the expansion of services delivered by the entire New MetroRail Project, i.e. including the maintenance and operation of all new railcars and infrastructure and operation to Clarkson and Thornlie as well as the Southern Suburbs Railway to Mandurah. The costs for 2007/08, which will effectively be the first full year of operation, are: · Operating (or "running") Costs $ 51.794 million · Depreciation $ 33.749 million · Revenue $ 23.200 million Net Total Estimated Operating $ 62.343 million Expenditure It is not realistic to isolate the operational or revenue costs for the Southern Suburbs Railway as the total New MetroRail service improvements have been modelled as part of an integrated network. The Public Transport Authority measures overall system costs and revenue and it not practicable to isolate sections to provide cost comparisons between different parts of the railway or bus networks. (5) The rollingstock is being purchased and therefore there are no lease costs. (6) The cost of the rollingstock is $236 million, which is included in the total capital cost. (7) (a) There are no leasing arrangements. (8) (a-h) The current estimate includes these costs. See (3-4) above. (9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(3-4) Annual running costs are included in the forward estimates for the expansion of services delivered by the entire New MetroRail Project, i.e. including the maintenance and operation of all new railcars and infrastructure and operation to Clarkson and Thornlie as well as the Southern Suburbs Railway to Mandurah. The costs for 2007/08, which will effectively be the first full year of operation, are: · Operating (or "running") Costs $ 51.794 million · Depreciation $ 33.749 million · Revenue $ 23.200 million Net Total Estimated Operating $ 62.343 million Expenditure It is not realistic to isolate the operational or revenue costs for the Southern Suburbs Railway as the total New MetroRail service improvements have been modelled as part of an integrated network. The Public Transport Authority measures overall system costs and revenue and it not practicable to isolate sections to provide cost comparisons between different parts of the railway or bus networks. (5) The rollingstock is being purchased and therefore there are no lease costs. (6) The cost of the rollingstock is $236 million, which is included in the total capital cost. (7) (a) There are no leasing arrangements. (8) (a-h) The current estimate includes these costs. See (3-4) above. (9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
· Operating (or "running") Costs $ 51.794 million · Depreciation $ 33.749 million · Revenue $ 23.200 million Net Total Estimated Operating $ 62.343 million Expenditure It is not realistic to isolate the operational or revenue costs for the Southern Suburbs Railway as the total New MetroRail service improvements have been modelled as part of an integrated network. The Public Transport Authority measures overall system costs and revenue and it not practicable to isolate sections to provide cost comparisons between different parts of the railway or bus networks. (5) The rollingstock is being purchased and therefore there are no lease costs. (6) The cost of the rollingstock is $236 million, which is included in the total capital cost. (7) (a) There are no leasing arrangements. (8) (a-h) The current estimate includes these costs. See (3-4) above. (9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
· Depreciation $ 33.749 million · Revenue $ 23.200 million Net Total Estimated Operating $ 62.343 million Expenditure It is not realistic to isolate the operational or revenue costs for the Southern Suburbs Railway as the total New MetroRail service improvements have been modelled as part of an integrated network. The Public Transport Authority measures overall system costs and revenue and it not practicable to isolate sections to provide cost comparisons between different parts of the railway or bus networks. (5) The rollingstock is being purchased and therefore there are no lease costs. (6) The cost of the rollingstock is $236 million, which is included in the total capital cost. (7) (a) There are no leasing arrangements. (8) (a-h) The current estimate includes these costs. See (3-4) above. (9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
· Revenue $ 23.200 million Net Total Estimated Operating $ 62.343 million Expenditure It is not realistic to isolate the operational or revenue costs for the Southern Suburbs Railway as the total New MetroRail service improvements have been modelled as part of an integrated network. The Public Transport Authority measures overall system costs and revenue and it not practicable to isolate sections to provide cost comparisons between different parts of the railway or bus networks. (5) The rollingstock is being purchased and therefore there are no lease costs. (6) The cost of the rollingstock is $236 million, which is included in the total capital cost. (7) (a) There are no leasing arrangements. (8) (a-h) The current estimate includes these costs. See (3-4) above. (9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
It is not realistic to isolate the operational or revenue costs for the Southern Suburbs Railway as the total New MetroRail service improvements have been modelled as part of an integrated network. The Public Transport Authority measures overall system costs and revenue and it not practicable to isolate sections to provide cost comparisons between different parts of the railway or bus networks. (5) The rollingstock is being purchased and therefore there are no lease costs. (6) The cost of the rollingstock is $236 million, which is included in the total capital cost. (7) (a) There are no leasing arrangements. (8) (a-h) The current estimate includes these costs. See (3-4) above. (9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(5) The rollingstock is being purchased and therefore there are no lease costs. (6) The cost of the rollingstock is $236 million, which is included in the total capital cost. (7) (a) There are no leasing arrangements. (8) (a-h) The current estimate includes these costs. See (3-4) above. (9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(6) The cost of the rollingstock is $236 million, which is included in the total capital cost. (7) (a) There are no leasing arrangements. (8) (a-h) The current estimate includes these costs. See (3-4) above. (9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(7) (a) There are no leasing arrangements. (8) (a-h) The current estimate includes these costs. See (3-4) above. (9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(8) (a-h) The current estimate includes these costs. See (3-4) above. (9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(c) where is the supplier; (d) what is the detailed inventory of rolling stock required; (e) what is the total estimated leasing cost and any other costs pertaining to this leasing agreement; (f) what is the delivery date; (g) has the significant delay in the commencement date of the service resulted in increases in any and all leasing costs; (h) if so, what is this increase in any and all leasing costs; (i) is it the same supplier that provided the rolling stock for the AvonLink and Prospector Services; and (j) if so, what contractual protective mechanisms have been put in place to ensure similar mechanical problems and delays do not occur as did with the AvonLink and Prospector Services?
(d) what is the detailed inventory of rolling stock required; (e) what is the total estimated leasing cost and any other costs pertaining to this leasing agreement; (f) what is the delivery date; (g) has the significant delay in the commencement date of the service resulted in increases in any and all leasing costs; (h) if so, what is this increase in any and all leasing costs; (i) is it the same supplier that provided the rolling stock for the AvonLink and Prospector Services; and (j) if so, what contractual protective mechanisms have been put in place to ensure similar mechanical problems and delays do not occur as did with the AvonLink and Prospector Services?
(e) what is the total estimated leasing cost and any other costs pertaining to this leasing agreement; (f) what is the delivery date; (g) has the significant delay in the commencement date of the service resulted in increases in any and all leasing costs; (h) if so, what is this increase in any and all leasing costs; (i) is it the same supplier that provided the rolling stock for the AvonLink and Prospector Services; and (j) if so, what contractual protective mechanisms have been put in place to ensure similar mechanical problems and delays do not occur as did with the AvonLink and Prospector Services?
(f) what is the delivery date; (g) has the significant delay in the commencement date of the service resulted in increases in any and all leasing costs; (h) if so, what is this increase in any and all leasing costs; (i) is it the same supplier that provided the rolling stock for the AvonLink and Prospector Services; and (j) if so, what contractual protective mechanisms have been put in place to ensure similar mechanical problems and delays do not occur as did with the AvonLink and Prospector Services?
(g) has the significant delay in the commencement date of the service resulted in increases in any and all leasing costs; (h) if so, what is this increase in any and all leasing costs; (i) is it the same supplier that provided the rolling stock for the AvonLink and Prospector Services; and (j) if so, what contractual protective mechanisms have been put in place to ensure similar mechanical problems and delays do not occur as did with the AvonLink and Prospector Services?
(h) if so, what is this increase in any and all leasing costs; (i) is it the same supplier that provided the rolling stock for the AvonLink and Prospector Services; and (j) if so, what contractual protective mechanisms have been put in place to ensure similar mechanical problems and delays do not occur as did with the AvonLink and Prospector Services?
(i) is it the same supplier that provided the rolling stock for the AvonLink and Prospector Services; and (j) if so, what contractual protective mechanisms have been put in place to ensure similar mechanical problems and delays do not occur as did with the AvonLink and Prospector Services?
(j) if so, what contractual protective mechanisms have been put in place to ensure similar mechanical problems and delays do not occur as did with the AvonLink and Prospector Services?
(b) all administration costs including ticketing; (c) all promotion and marketing costs; (d) all maintenance costs; (e) all fuel/power costs; (f) all infrastructure costs required for passenger safety and protection; (g) all infrastructure costs required for the safety and protection of third parties from the service; and (h) all corporate charges?
(c) all promotion and marketing costs; (d) all maintenance costs; (e) all fuel/power costs; (f) all infrastructure costs required for passenger safety and protection; (g) all infrastructure costs required for the safety and protection of third parties from the service; and (h) all corporate charges?
(d) all maintenance costs; (e) all fuel/power costs; (f) all infrastructure costs required for passenger safety and protection; (g) all infrastructure costs required for the safety and protection of third parties from the service; and (h) all corporate charges?
(e) all fuel/power costs; (f) all infrastructure costs required for passenger safety and protection; (g) all infrastructure costs required for the safety and protection of third parties from the service; and (h) all corporate charges?
(f) all infrastructure costs required for passenger safety and protection; (g) all infrastructure costs required for the safety and protection of third parties from the service; and (h) all corporate charges?
(g) all infrastructure costs required for the safety and protection of third parties from the service; and (h) all corporate charges?
(h) all corporate charges?
(b) the annual running costs?
(b) for any required bus service linkage onto the route; and (c) how much will these fares be in comparison to similar services?
(c) how much will these fares be in comparison to similar services?
(b) what will be the variance between the CSO component and the actual cost of the delivery of all components of the service to each passenger?
(b) this service will produce less ozone destroying pollutants than future bus transport systems would using Liquefied Natural Gas derivatives, biofuels, or hydrogen fuel cells; (c) this service will cost less to maintain than a similar bus service using currently available, alternative low toxic emission fuels such as Bio-Diesel; and (d) if yes to (a) (b) and (c) will the Minister please detail the difference?
(c) this service will cost less to maintain than a similar bus service using currently available, alternative low toxic emission fuels such as Bio-Diesel; and (d) if yes to (a) (b) and (c) will the Minister please detail the difference?
(d) if yes to (a) (b) and (c) will the Minister please detail the difference?
(b) public-transport vehicular traffic servicing these same suburbs; (c) the number of bus linkages in these same suburbs; (d) traffic congestion in these same suburbs; (e) traffic accidents in these same suburbs; (f) greenhouse gas emissions in these same suburbs; and (g) road construction and maintenance costs in these same suburbs?
(c) the number of bus linkages in these same suburbs; (d) traffic congestion in these same suburbs; (e) traffic accidents in these same suburbs; (f) greenhouse gas emissions in these same suburbs; and (g) road construction and maintenance costs in these same suburbs?
(d) traffic congestion in these same suburbs; (e) traffic accidents in these same suburbs; (f) greenhouse gas emissions in these same suburbs; and (g) road construction and maintenance costs in these same suburbs?
(e) traffic accidents in these same suburbs; (f) greenhouse gas emissions in these same suburbs; and (g) road construction and maintenance costs in these same suburbs?
(f) greenhouse gas emissions in these same suburbs; and (g) road construction and maintenance costs in these same suburbs?
(g) road construction and maintenance costs in these same suburbs?
(b) estimated reduction in the use of private vehicular transport in the same area; (c) estimated reduction in traffic congestion in the same area; (d) estimated reduction in traffic accidents in the same area; (e) estimated reduction in greenhouse gas emissions in the same area; and (f) estimated reduction in road construction and maintenance costs in the same area?
(c) estimated reduction in traffic congestion in the same area; (d) estimated reduction in traffic accidents in the same area; (e) estimated reduction in greenhouse gas emissions in the same area; and (f) estimated reduction in road construction and maintenance costs in the same area?
(d) estimated reduction in traffic accidents in the same area; (e) estimated reduction in greenhouse gas emissions in the same area; and (f) estimated reduction in road construction and maintenance costs in the same area?
(e) estimated reduction in greenhouse gas emissions in the same area; and (f) estimated reduction in road construction and maintenance costs in the same area?
(f) estimated reduction in road construction and maintenance costs in the same area?
(2) Services on the Southern Suburbs Railway are currently expected to commence in late July 2007, based on program advice formally received from the City Rail contractor. However this also depends on the performance of the City Rail contractor which is subject to review. (3-4) Annual running costs are included in the forward estimates for the expansion of services delivered by the entire New MetroRail Project, i.e. including the maintenance and operation of all new railcars and infrastructure and operation to Clarkson and Thornlie as well as the Southern Suburbs Railway to Mandurah. The costs for 2007/08, which will effectively be the first full year of operation, are: · Operating (or "running") Costs $ 51.794 million · Depreciation $ 33.749 million · Revenue $ 23.200 million Net Total Estimated Operating $ 62.343 million Expenditure It is not realistic to isolate the operational or revenue costs for the Southern Suburbs Railway as the total New MetroRail service improvements have been modelled as part of an integrated network. The Public Transport Authority measures overall system costs and revenue and it not practicable to isolate sections to provide cost comparisons between different parts of the railway or bus networks. (5) The rollingstock is being purchased and therefore there are no lease costs. (6) The cost of the rollingstock is $236 million, which is included in the total capital cost. (7) (a) There are no leasing arrangements. (8) (a-h) The current estimate includes these costs. See (3-4) above. (9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(3-4) Annual running costs are included in the forward estimates for the expansion of services delivered by the entire New MetroRail Project, i.e. including the maintenance and operation of all new railcars and infrastructure and operation to Clarkson and Thornlie as well as the Southern Suburbs Railway to Mandurah. The costs for 2007/08, which will effectively be the first full year of operation, are: · Operating (or "running") Costs $ 51.794 million · Depreciation $ 33.749 million · Revenue $ 23.200 million Net Total Estimated Operating $ 62.343 million Expenditure It is not realistic to isolate the operational or revenue costs for the Southern Suburbs Railway as the total New MetroRail service improvements have been modelled as part of an integrated network. The Public Transport Authority measures overall system costs and revenue and it not practicable to isolate sections to provide cost comparisons between different parts of the railway or bus networks. (5) The rollingstock is being purchased and therefore there are no lease costs. (6) The cost of the rollingstock is $236 million, which is included in the total capital cost. (7) (a) There are no leasing arrangements. (8) (a-h) The current estimate includes these costs. See (3-4) above. (9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
· Operating (or "running") Costs $ 51.794 million · Depreciation $ 33.749 million · Revenue $ 23.200 million Net Total Estimated Operating $ 62.343 million Expenditure It is not realistic to isolate the operational or revenue costs for the Southern Suburbs Railway as the total New MetroRail service improvements have been modelled as part of an integrated network. The Public Transport Authority measures overall system costs and revenue and it not practicable to isolate sections to provide cost comparisons between different parts of the railway or bus networks. (5) The rollingstock is being purchased and therefore there are no lease costs. (6) The cost of the rollingstock is $236 million, which is included in the total capital cost. (7) (a) There are no leasing arrangements. (8) (a-h) The current estimate includes these costs. See (3-4) above. (9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
· Depreciation $ 33.749 million · Revenue $ 23.200 million Net Total Estimated Operating $ 62.343 million Expenditure It is not realistic to isolate the operational or revenue costs for the Southern Suburbs Railway as the total New MetroRail service improvements have been modelled as part of an integrated network. The Public Transport Authority measures overall system costs and revenue and it not practicable to isolate sections to provide cost comparisons between different parts of the railway or bus networks. (5) The rollingstock is being purchased and therefore there are no lease costs. (6) The cost of the rollingstock is $236 million, which is included in the total capital cost. (7) (a) There are no leasing arrangements. (8) (a-h) The current estimate includes these costs. See (3-4) above. (9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
· Revenue $ 23.200 million Net Total Estimated Operating $ 62.343 million Expenditure It is not realistic to isolate the operational or revenue costs for the Southern Suburbs Railway as the total New MetroRail service improvements have been modelled as part of an integrated network. The Public Transport Authority measures overall system costs and revenue and it not practicable to isolate sections to provide cost comparisons between different parts of the railway or bus networks. (5) The rollingstock is being purchased and therefore there are no lease costs. (6) The cost of the rollingstock is $236 million, which is included in the total capital cost. (7) (a) There are no leasing arrangements. (8) (a-h) The current estimate includes these costs. See (3-4) above. (9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
It is not realistic to isolate the operational or revenue costs for the Southern Suburbs Railway as the total New MetroRail service improvements have been modelled as part of an integrated network. The Public Transport Authority measures overall system costs and revenue and it not practicable to isolate sections to provide cost comparisons between different parts of the railway or bus networks. (5) The rollingstock is being purchased and therefore there are no lease costs. (6) The cost of the rollingstock is $236 million, which is included in the total capital cost. (7) (a) There are no leasing arrangements. (8) (a-h) The current estimate includes these costs. See (3-4) above. (9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(5) The rollingstock is being purchased and therefore there are no lease costs. (6) The cost of the rollingstock is $236 million, which is included in the total capital cost. (7) (a) There are no leasing arrangements. (8) (a-h) The current estimate includes these costs. See (3-4) above. (9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(6) The cost of the rollingstock is $236 million, which is included in the total capital cost. (7) (a) There are no leasing arrangements. (8) (a-h) The current estimate includes these costs. See (3-4) above. (9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(7) (a) There are no leasing arrangements. (8) (a-h) The current estimate includes these costs. See (3-4) above. (9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(8) (a-h) The current estimate includes these costs. See (3-4) above. (9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(9) Numerous internal and external studies have confirmed the long-term economic justification for the Southern Suburbs rail service. The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
The previous Government's South West Metropolitan Railway Master Plan (Chapter 13) included an economic evaluation of the Perth to Mandurah Railway, testing the Net Present Value (NPV) and the Internal Rate of Return (IRR) over a range of discount rates using conventional economic modelling techniques. That evaluation was based on the inferior Kenwick Deviation route, which required an additional 14% of rollingstock running over a route distance 16% longer than the current Direct Route, so that the cost of running the railway was projected to be 20% more per annum than under the current direct route. The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
The evaluation concluded that there were was justifiable grounds to proceed with the railway option even though it achieved NPV's at discount rates lower than the commercially acceptable rate of 7%. The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
The cost of money to Government is, however, less than to the private sector and on this basis alone, a lower discount rate could be justified. The return to the Government's "shareholders" i.e. the general community over this and future generations, will be the high level of service provided. The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
The South West Metropolitan Southern Suburbs Railway Master Plan was accepted by the previous Government in March 1999 and in October 2000 that Government approved funding for the project on the basis of the arguments put forward in the Master Plan. Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
Planning for the Direct Route showed that the economic benefits would be greater than for the Kenwick Deviation because of reduced running bosts and higher patronage - a 40% increase in patronage for stations south of Glen Iris due to shorter running times. In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
In a recent evaluation undertaken by the Planning and Transport Research Centre (PATREC) in 2004, it was concluded that , when discounted at 7% and when user benefits and external costs are taken into account, the railway will provide a benefit cost ratio of about 3.3 compared to a bus system and has an internal rate of return of about 16.5%. (10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(10) Yes (11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(11) (a),(b) Yes. The same Transperth system zonal fares which apply to the rest & (c) of the network will apply to the Southern Suburbs Railway and to the feeder bus system. Transperth has a common integrated fare structure. (12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(12) (a) & Refer to (4). The difference between the cost of the service and the (b) revenue earned is funded by Appropriation, not a Community Services Obligation. (13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(13) (a),(b) The environmental benefit of the rail has never been on the basis of reduction of ozone- depleting services. However modern rolling stock reduces the emission of these substances. In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
In the South West Metropolitan Railway Master Plan prepared and released by the previous Government in 1999, the costs to provide, operate and maintain a railway as compared to a bus system were evaluated. The capital costs for rail were higher than for buses, however the assumed annual operating and maintenance costs were higher for a bus system ($101 million per annum) compared to rail ($83 million per annum). This study showed that with a discount rate of about 5%, the net present value of the railway is at break-even with the (initially) cheaper cost of providing a bus public transport system. This means that over time, the railway is cheaper to operate and maintain. (d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(d) See above. (14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(14)(a) to(g) Private car use on the Mitchell Freeway has increased in the 13 years since the start of the Northern Suburbs Railway due to the increase in population and the mobility of people in this area of Perth. The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
The operation of the Northern Suburbs Railway has been critical in limiting the need to provide additional lane capacity on the Mitchell Freeway. On a typical weekday in the morning one hour peak time, the railway carries approximately 7,000 people inbound towards Perth. Given the typical car occupancy in Perth (1.1 persons per vehicle), the typical freeway lane capacity at peak times (approximately 1,800 vehicles per hour), this means that the Northern Suburbs Railway carries the equivalent of about 3 ½ freeway lanes in the morning peak hour. There is no opportunity to provide this additional lane capacity at the narrowest point of the freeway near Lake Monger, which is the natural limiting point for the capacity of the freeway north of the City. Without the railway and with the natural limits on lane capacity, the daily traffic demand on the Mitchell Freeway would increase dramatically to cause extensive daily congestion with substantial delays, economic costs and with the inefficient use of motor vehicles leading to an increase in vehicle emissions and a likely increase in driver frustration and road accidents. The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
The actual number of cars using the freeway and the feeder road network are measured by Main Roads from time to time and an overall total can be estimated, but there are no statistics available of all vehicle movements within the broad area mentioned in the question. Similarly, road congestion is not a matter for which statistics are kept for particular areas. Overall trends are assessed and plans made on the basis of observed and predicted growth. [ I am unaware of the actual number of road accidents in the entire area covered by this question but can obtain details for specific instances if requested.] Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
Similarly for greenhouse gas emissions, road construction and road maintenance costs, there are no statistics available, but if there is a specific area of concern, this could be investigated if there was sufficient justification for so doing. (15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(15) (a-f) The breadth of this question makes it difficult to respond with specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
specific data. The final bus services and the number of routes and buses required to service the routes is being developed by Transperth, in consultation with the community. The existing public transport system consists of line-haul trunk routes from Mandurah, Rockingham, Kwinana, Success and Murdoch with additional freeway bus services coming from the Canning Bridge, Melville and Booragoon areas. The new bus services will be widely different in character and cannot be compared directly with the existing system. The new services will consist of feeder buses linking directly to the fast, frequent train services. There will be no long haul services, although the Canning bridge bus services will continue to use the freeway into the City. Due to the difference in service structure for the improved system to service the south-west suburbs, any comparison between the existing and the new systems is meaningless. With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
With regard to private car use, traffic congestion, traffic accidents, greenhouse gas emissions, road construction and maintenance costs, there is no specific data for the area requested. An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
An overall view of the social, economic and environmental worth of the railway to Mandurah was undertaken in the South West Metropolitan Railway Master Plan in 1999 and was reconfirmed in later independent study in 2004 by the Planning and Transport Research Centre (PATREC). This showed that the Southern Suburbs Railway will deliver substantial social, economic and environmental benefits to the Western Australian community. (16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
(16) Surplus Consolidated Fund cash from 2005/2006 will be used to fully fund the New MetroRail Project, leaving the $1.6 billion asset debt-free.
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