❓ A WA parliamentary question challenges the ridership projections and rationale behind the Mandurah railway project, particularly concerning station locations, energy efficiency, and disruption during construction. The answer defends the project by highlighting reduced travel times and improved integration with existing transport networks.
AnsweredQoN 1148Legislative Council
QuestionView source ↗
Given that only 420 of the people living in the Mandurah area work in Perth -
(1) What is the basis for saying that there will be 3500 passenger boardings per day from Mandurah and in excess of 2000 per day at Waikiki?
(2) Is this one of the areas where a common-sense approach to data obtained from modelling should be applied so as to correct the figures?
(3) Given that the Rockingham Station has been moved from the centre of Rockingham to the outskirts what is the basis
for saying the proposed new route will attract at least 600 more passenger boardings per day at Rockingham than the Kenwick route when the station has been moved from the heart of Rockingham and the theoretical time saving will be lost?
With respect to South Lake -
(4) What are the advantages to the commuting public of replacing the buses that currently transport commuters from the catchment area north of South Lake with trains?
(5) What effect does the Government consider the two year hiatus during which the line will be built will have on the acceptance of public transport in the area?
(6) Is the Government aware of studies that show that electric trains use almost identical energy per passenger kilometre as buses do?
(7) Therefore what are the advantages as far as the production of greenhouse gases is concerned?
(8) Has the Government assessed the cost of the disruption that will result from this route, especially the disruption to the bus travelling public and the car travelling public on the Freeway?
(9) What is the figure allowed?
(1) What is the basis for saying that there will be 3500 passenger boardings per day from Mandurah and in excess of 2000 per day at Waikiki?
(2) Is this one of the areas where a common-sense approach to data obtained from modelling should be applied so as to correct the figures?
(3) Given that the Rockingham Station has been moved from the centre of Rockingham to the outskirts what is the basis
for saying the proposed new route will attract at least 600 more passenger boardings per day at Rockingham than the Kenwick route when the station has been moved from the heart of Rockingham and the theoretical time saving will be lost?
With respect to South Lake -
(4) What are the advantages to the commuting public of replacing the buses that currently transport commuters from the catchment area north of South Lake with trains?
(5) What effect does the Government consider the two year hiatus during which the line will be built will have on the acceptance of public transport in the area?
(6) Is the Government aware of studies that show that electric trains use almost identical energy per passenger kilometre as buses do?
(7) Therefore what are the advantages as far as the production of greenhouse gases is concerned?
(8) Has the Government assessed the cost of the disruption that will result from this route, especially the disruption to the bus travelling public and the car travelling public on the Freeway?
(9) What is the figure allowed?
AnswerView source ↗
Answered
19 September 2003
Responded by
Parliamentary Secretary representing the Minister for Planning and Infrastructure
Response time
29 days
For example, the 2006 forecasts for public transport journeys (all day by bus and/or rail) from the residential areas in Mandurah, Rockingham and Kwinana to the inner metropolitan area represent mode shares ranging between 11% to the southern suburbs and 60% to the Perth CBD. By way of comparison mode shares have been observed and forecast for journeys to the inner metropolitan area from existing, but much shorter, rail corridors. For example, between 9% and 43% from the Armadale corridor (observed 1986) and between 6% and 43% from the north west corridor (model calibration 1996). The higher mode shares for the Mandurah railway (about twice the length of existing lines) is in agreement with observed urban travel behaviour that indicates an increasing mode share for rail based public transport with increasing trip distance. (3) The Fast, Direct Railway will deliver a far superior public transport system to the people of Rockingham compared to the previous Government’s Kenwick Deviation. The journey time from Rockingham to Perth has been slashed by 26% with a journey time that is 20 minutes faster than the same journey by the motor vehicle. In addition, under the Kenwick Deviation every second train went to Rockingham with the remainder bypassing Rockingham completely. Under the Fast Direct Railway all trains will go to Rockingham. Regardless of where the station is located at Rockingham, because of the low urban densities of the City, the majority of people will access the rail service by either motor car or bus. Locating a major Park and Ride facility in the Rockingham City Centre, as required under the previous Government’s plan, would be against accepted planning policies for major regional centres. The shorter journey brought about by the Fast Direct Railway is the deciding factor in attracting more passengers to use the train service. The new route will result in a journey time between Rockingham and Perth of 33 minutes compared with 54 minutes for the same journey by motorcar. Despite some growth in employment in the Rockingham CBD the Rockingham station will remain, for some years yet, predominantly an origin station for travel from residential areas to the inner metropolitan area. As such, accesses to the station from the residential areas by both feeder bus and private car is easier at the new location rather than in the Rockingham CBD. Undoubtedly some public transport trips to the Rockingham CBD will be lost by the station re-location but the model indicates that this is more than compensated for by an increase in other public transport trips. (4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
For example, the 2006 forecasts for public transport journeys (all day by bus and/or rail) from the residential areas in Mandurah, Rockingham and Kwinana to the inner metropolitan area represent mode shares ranging between 11% to the southern suburbs and 60% to the Perth CBD. By way of comparison mode shares have been observed and forecast for journeys to the inner metropolitan area from existing, but much shorter, rail corridors. For example, between 9% and 43% from the Armadale corridor (observed 1986) and between 6% and 43% from the north west corridor (model calibration 1996). The higher mode shares for the Mandurah railway (about twice the length of existing lines) is in agreement with observed urban travel behaviour that indicates an increasing mode share for rail based public transport with increasing trip distance. (3) The Fast, Direct Railway will deliver a far superior public transport system to the people of Rockingham compared to the previous Government’s Kenwick Deviation. The journey time from Rockingham to Perth has been slashed by 26% with a journey time that is 20 minutes faster than the same journey by the motor vehicle. In addition, under the Kenwick Deviation every second train went to Rockingham with the remainder bypassing Rockingham completely. Under the Fast Direct Railway all trains will go to Rockingham. Regardless of where the station is located at Rockingham, because of the low urban densities of the City, the majority of people will access the rail service by either motor car or bus. Locating a major Park and Ride facility in the Rockingham City Centre, as required under the previous Government’s plan, would be against accepted planning policies for major regional centres. The shorter journey brought about by the Fast Direct Railway is the deciding factor in attracting more passengers to use the train service. The new route will result in a journey time between Rockingham and Perth of 33 minutes compared with 54 minutes for the same journey by motorcar. Despite some growth in employment in the Rockingham CBD the Rockingham station will remain, for some years yet, predominantly an origin station for travel from residential areas to the inner metropolitan area. As such, accesses to the station from the residential areas by both feeder bus and private car is easier at the new location rather than in the Rockingham CBD. Undoubtedly some public transport trips to the Rockingham CBD will be lost by the station re-location but the model indicates that this is more than compensated for by an increase in other public transport trips. (4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(3) The Fast, Direct Railway will deliver a far superior public transport system to the people of Rockingham compared to the previous Government’s Kenwick Deviation. The journey time from Rockingham to Perth has been slashed by 26% with a journey time that is 20 minutes faster than the same journey by the motor vehicle. In addition, under the Kenwick Deviation every second train went to Rockingham with the remainder bypassing Rockingham completely. Under the Fast Direct Railway all trains will go to Rockingham. Regardless of where the station is located at Rockingham, because of the low urban densities of the City, the majority of people will access the rail service by either motor car or bus. Locating a major Park and Ride facility in the Rockingham City Centre, as required under the previous Government’s plan, would be against accepted planning policies for major regional centres. The shorter journey brought about by the Fast Direct Railway is the deciding factor in attracting more passengers to use the train service. The new route will result in a journey time between Rockingham and Perth of 33 minutes compared with 54 minutes for the same journey by motorcar. Despite some growth in employment in the Rockingham CBD the Rockingham station will remain, for some years yet, predominantly an origin station for travel from residential areas to the inner metropolitan area. As such, accesses to the station from the residential areas by both feeder bus and private car is easier at the new location rather than in the Rockingham CBD. Undoubtedly some public transport trips to the Rockingham CBD will be lost by the station re-location but the model indicates that this is more than compensated for by an increase in other public transport trips. (4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(3) The Fast, Direct Railway will deliver a far superior public transport system to the people of Rockingham compared to the previous Government’s Kenwick Deviation. The journey time from Rockingham to Perth has been slashed by 26% with a journey time that is 20 minutes faster than the same journey by the motor vehicle. In addition, under the Kenwick Deviation every second train went to Rockingham with the remainder bypassing Rockingham completely. Under the Fast Direct Railway all trains will go to Rockingham. Regardless of where the station is located at Rockingham, because of the low urban densities of the City, the majority of people will access the rail service by either motor car or bus. Locating a major Park and Ride facility in the Rockingham City Centre, as required under the previous Government’s plan, would be against accepted planning policies for major regional centres. The shorter journey brought about by the Fast Direct Railway is the deciding factor in attracting more passengers to use the train service. The new route will result in a journey time between Rockingham and Perth of 33 minutes compared with 54 minutes for the same journey by motorcar. Despite some growth in employment in the Rockingham CBD the Rockingham station will remain, for some years yet, predominantly an origin station for travel from residential areas to the inner metropolitan area. As such, accesses to the station from the residential areas by both feeder bus and private car is easier at the new location rather than in the Rockingham CBD. Undoubtedly some public transport trips to the Rockingham CBD will be lost by the station re-location but the model indicates that this is more than compensated for by an increase in other public transport trips. (4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Regardless of where the station is located at Rockingham, because of the low urban densities of the City, the majority of people will access the rail service by either motor car or bus. Locating a major Park and Ride facility in the Rockingham City Centre, as required under the previous Government’s plan, would be against accepted planning policies for major regional centres. The shorter journey brought about by the Fast Direct Railway is the deciding factor in attracting more passengers to use the train service. The new route will result in a journey time between Rockingham and Perth of 33 minutes compared with 54 minutes for the same journey by motorcar. Despite some growth in employment in the Rockingham CBD the Rockingham station will remain, for some years yet, predominantly an origin station for travel from residential areas to the inner metropolitan area. As such, accesses to the station from the residential areas by both feeder bus and private car is easier at the new location rather than in the Rockingham CBD. Undoubtedly some public transport trips to the Rockingham CBD will be lost by the station re-location but the model indicates that this is more than compensated for by an increase in other public transport trips. (4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Regardless of where the station is located at Rockingham, because of the low urban densities of the City, the majority of people will access the rail service by either motor car or bus. Locating a major Park and Ride facility in the Rockingham City Centre, as required under the previous Government’s plan, would be against accepted planning policies for major regional centres. The shorter journey brought about by the Fast Direct Railway is the deciding factor in attracting more passengers to use the train service. The new route will result in a journey time between Rockingham and Perth of 33 minutes compared with 54 minutes for the same journey by motorcar. Despite some growth in employment in the Rockingham CBD the Rockingham station will remain, for some years yet, predominantly an origin station for travel from residential areas to the inner metropolitan area. As such, accesses to the station from the residential areas by both feeder bus and private car is easier at the new location rather than in the Rockingham CBD. Undoubtedly some public transport trips to the Rockingham CBD will be lost by the station re-location but the model indicates that this is more than compensated for by an increase in other public transport trips. (4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The shorter journey brought about by the Fast Direct Railway is the deciding factor in attracting more passengers to use the train service. The new route will result in a journey time between Rockingham and Perth of 33 minutes compared with 54 minutes for the same journey by motorcar. Despite some growth in employment in the Rockingham CBD the Rockingham station will remain, for some years yet, predominantly an origin station for travel from residential areas to the inner metropolitan area. As such, accesses to the station from the residential areas by both feeder bus and private car is easier at the new location rather than in the Rockingham CBD. Undoubtedly some public transport trips to the Rockingham CBD will be lost by the station re-location but the model indicates that this is more than compensated for by an increase in other public transport trips. (4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The shorter journey brought about by the Fast Direct Railway is the deciding factor in attracting more passengers to use the train service. The new route will result in a journey time between Rockingham and Perth of 33 minutes compared with 54 minutes for the same journey by motorcar. Despite some growth in employment in the Rockingham CBD the Rockingham station will remain, for some years yet, predominantly an origin station for travel from residential areas to the inner metropolitan area. As such, accesses to the station from the residential areas by both feeder bus and private car is easier at the new location rather than in the Rockingham CBD. Undoubtedly some public transport trips to the Rockingham CBD will be lost by the station re-location but the model indicates that this is more than compensated for by an increase in other public transport trips. (4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Despite some growth in employment in the Rockingham CBD the Rockingham station will remain, for some years yet, predominantly an origin station for travel from residential areas to the inner metropolitan area. As such, accesses to the station from the residential areas by both feeder bus and private car is easier at the new location rather than in the Rockingham CBD. Undoubtedly some public transport trips to the Rockingham CBD will be lost by the station re-location but the model indicates that this is more than compensated for by an increase in other public transport trips. (4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Despite some growth in employment in the Rockingham CBD the Rockingham station will remain, for some years yet, predominantly an origin station for travel from residential areas to the inner metropolitan area. As such, accesses to the station from the residential areas by both feeder bus and private car is easier at the new location rather than in the Rockingham CBD. Undoubtedly some public transport trips to the Rockingham CBD will be lost by the station re-location but the model indicates that this is more than compensated for by an increase in other public transport trips. (4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
- Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
- Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
- Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
- Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
- Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
- Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(9) Not applicable.
(9) Not applicable.
For example, the 2006 forecasts for public transport journeys (all day by bus and/or rail) from the residential areas in Mandurah, Rockingham and Kwinana to the inner metropolitan area represent mode shares ranging between 11% to the southern suburbs and 60% to the Perth CBD. By way of comparison mode shares have been observed and forecast for journeys to the inner metropolitan area from existing, but much shorter, rail corridors. For example, between 9% and 43% from the Armadale corridor (observed 1986) and between 6% and 43% from the north west corridor (model calibration 1996). The higher mode shares for the Mandurah railway (about twice the length of existing lines) is in agreement with observed urban travel behaviour that indicates an increasing mode share for rail based public transport with increasing trip distance. (3) The Fast, Direct Railway will deliver a far superior public transport system to the people of Rockingham compared to the previous Government’s Kenwick Deviation. The journey time from Rockingham to Perth has been slashed by 26% with a journey time that is 20 minutes faster than the same journey by the motor vehicle. In addition, under the Kenwick Deviation every second train went to Rockingham with the remainder bypassing Rockingham completely. Under the Fast Direct Railway all trains will go to Rockingham. Regardless of where the station is located at Rockingham, because of the low urban densities of the City, the majority of people will access the rail service by either motor car or bus. Locating a major Park and Ride facility in the Rockingham City Centre, as required under the previous Government’s plan, would be against accepted planning policies for major regional centres. The shorter journey brought about by the Fast Direct Railway is the deciding factor in attracting more passengers to use the train service. The new route will result in a journey time between Rockingham and Perth of 33 minutes compared with 54 minutes for the same journey by motorcar. Despite some growth in employment in the Rockingham CBD the Rockingham station will remain, for some years yet, predominantly an origin station for travel from residential areas to the inner metropolitan area. As such, accesses to the station from the residential areas by both feeder bus and private car is easier at the new location rather than in the Rockingham CBD. Undoubtedly some public transport trips to the Rockingham CBD will be lost by the station re-location but the model indicates that this is more than compensated for by an increase in other public transport trips. (4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(3) The Fast, Direct Railway will deliver a far superior public transport system to the people of Rockingham compared to the previous Government’s Kenwick Deviation. The journey time from Rockingham to Perth has been slashed by 26% with a journey time that is 20 minutes faster than the same journey by the motor vehicle. In addition, under the Kenwick Deviation every second train went to Rockingham with the remainder bypassing Rockingham completely. Under the Fast Direct Railway all trains will go to Rockingham. Regardless of where the station is located at Rockingham, because of the low urban densities of the City, the majority of people will access the rail service by either motor car or bus. Locating a major Park and Ride facility in the Rockingham City Centre, as required under the previous Government’s plan, would be against accepted planning policies for major regional centres. The shorter journey brought about by the Fast Direct Railway is the deciding factor in attracting more passengers to use the train service. The new route will result in a journey time between Rockingham and Perth of 33 minutes compared with 54 minutes for the same journey by motorcar. Despite some growth in employment in the Rockingham CBD the Rockingham station will remain, for some years yet, predominantly an origin station for travel from residential areas to the inner metropolitan area. As such, accesses to the station from the residential areas by both feeder bus and private car is easier at the new location rather than in the Rockingham CBD. Undoubtedly some public transport trips to the Rockingham CBD will be lost by the station re-location but the model indicates that this is more than compensated for by an increase in other public transport trips. (4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(3) The Fast, Direct Railway will deliver a far superior public transport system to the people of Rockingham compared to the previous Government’s Kenwick Deviation. The journey time from Rockingham to Perth has been slashed by 26% with a journey time that is 20 minutes faster than the same journey by the motor vehicle. In addition, under the Kenwick Deviation every second train went to Rockingham with the remainder bypassing Rockingham completely. Under the Fast Direct Railway all trains will go to Rockingham. Regardless of where the station is located at Rockingham, because of the low urban densities of the City, the majority of people will access the rail service by either motor car or bus. Locating a major Park and Ride facility in the Rockingham City Centre, as required under the previous Government’s plan, would be against accepted planning policies for major regional centres. The shorter journey brought about by the Fast Direct Railway is the deciding factor in attracting more passengers to use the train service. The new route will result in a journey time between Rockingham and Perth of 33 minutes compared with 54 minutes for the same journey by motorcar. Despite some growth in employment in the Rockingham CBD the Rockingham station will remain, for some years yet, predominantly an origin station for travel from residential areas to the inner metropolitan area. As such, accesses to the station from the residential areas by both feeder bus and private car is easier at the new location rather than in the Rockingham CBD. Undoubtedly some public transport trips to the Rockingham CBD will be lost by the station re-location but the model indicates that this is more than compensated for by an increase in other public transport trips. (4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Regardless of where the station is located at Rockingham, because of the low urban densities of the City, the majority of people will access the rail service by either motor car or bus. Locating a major Park and Ride facility in the Rockingham City Centre, as required under the previous Government’s plan, would be against accepted planning policies for major regional centres. The shorter journey brought about by the Fast Direct Railway is the deciding factor in attracting more passengers to use the train service. The new route will result in a journey time between Rockingham and Perth of 33 minutes compared with 54 minutes for the same journey by motorcar. Despite some growth in employment in the Rockingham CBD the Rockingham station will remain, for some years yet, predominantly an origin station for travel from residential areas to the inner metropolitan area. As such, accesses to the station from the residential areas by both feeder bus and private car is easier at the new location rather than in the Rockingham CBD. Undoubtedly some public transport trips to the Rockingham CBD will be lost by the station re-location but the model indicates that this is more than compensated for by an increase in other public transport trips. (4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Regardless of where the station is located at Rockingham, because of the low urban densities of the City, the majority of people will access the rail service by either motor car or bus. Locating a major Park and Ride facility in the Rockingham City Centre, as required under the previous Government’s plan, would be against accepted planning policies for major regional centres. The shorter journey brought about by the Fast Direct Railway is the deciding factor in attracting more passengers to use the train service. The new route will result in a journey time between Rockingham and Perth of 33 minutes compared with 54 minutes for the same journey by motorcar. Despite some growth in employment in the Rockingham CBD the Rockingham station will remain, for some years yet, predominantly an origin station for travel from residential areas to the inner metropolitan area. As such, accesses to the station from the residential areas by both feeder bus and private car is easier at the new location rather than in the Rockingham CBD. Undoubtedly some public transport trips to the Rockingham CBD will be lost by the station re-location but the model indicates that this is more than compensated for by an increase in other public transport trips. (4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The shorter journey brought about by the Fast Direct Railway is the deciding factor in attracting more passengers to use the train service. The new route will result in a journey time between Rockingham and Perth of 33 minutes compared with 54 minutes for the same journey by motorcar. Despite some growth in employment in the Rockingham CBD the Rockingham station will remain, for some years yet, predominantly an origin station for travel from residential areas to the inner metropolitan area. As such, accesses to the station from the residential areas by both feeder bus and private car is easier at the new location rather than in the Rockingham CBD. Undoubtedly some public transport trips to the Rockingham CBD will be lost by the station re-location but the model indicates that this is more than compensated for by an increase in other public transport trips. (4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The shorter journey brought about by the Fast Direct Railway is the deciding factor in attracting more passengers to use the train service. The new route will result in a journey time between Rockingham and Perth of 33 minutes compared with 54 minutes for the same journey by motorcar. Despite some growth in employment in the Rockingham CBD the Rockingham station will remain, for some years yet, predominantly an origin station for travel from residential areas to the inner metropolitan area. As such, accesses to the station from the residential areas by both feeder bus and private car is easier at the new location rather than in the Rockingham CBD. Undoubtedly some public transport trips to the Rockingham CBD will be lost by the station re-location but the model indicates that this is more than compensated for by an increase in other public transport trips. (4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Despite some growth in employment in the Rockingham CBD the Rockingham station will remain, for some years yet, predominantly an origin station for travel from residential areas to the inner metropolitan area. As such, accesses to the station from the residential areas by both feeder bus and private car is easier at the new location rather than in the Rockingham CBD. Undoubtedly some public transport trips to the Rockingham CBD will be lost by the station re-location but the model indicates that this is more than compensated for by an increase in other public transport trips. (4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Despite some growth in employment in the Rockingham CBD the Rockingham station will remain, for some years yet, predominantly an origin station for travel from residential areas to the inner metropolitan area. As such, accesses to the station from the residential areas by both feeder bus and private car is easier at the new location rather than in the Rockingham CBD. Undoubtedly some public transport trips to the Rockingham CBD will be lost by the station re-location but the model indicates that this is more than compensated for by an increase in other public transport trips. (4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(4) There is no doubt that the new Mandurah railway will bring enormous transport benefits for people in the South West Corridor, in much the same way as the Joondalup line has for people in the northern suburbs. The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The railway will also provide a level of integration that currently does not exist with the bus services running on the Kwinana Freeway. Bus passengers transferring to rail at the stations along the route will have the choice of travelling north to places like Perth City and the northern suburbs or south to places like Rockingham and Mandurah. Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Rail passengers will also have a number of stations where they can leave the train unlike bus passengers who, once the bus is on the Freeway, cannot get off until they reach the City. Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Train passengers entering the City will be able to get off at the Esplanade Station with access to the Bus Port, the Convention Centre and the foreshore. This will provide convenient access to the Swan River and to events like the Sky Show. Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Train passengers can also get off at the new underground platforms in the heart of the City or transfer to the Fremantle, Midland or Armadale rail lines at Perth Station. Alternatively, rail passengers can remain on the train and continue to the northern suburbs or transfer to other bus services at the Wellington Street bus station. (5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(5) In eight years the previous Government did not build one centimetre of railway and has no credibility when it comes to discussion on the timing of the rail project. There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
There is a great expectation and anticipation by the public for the new services. The Direct Route will attract 10,000 more patrons per weekday than the Kenwick Route. This increase arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. The modelling predicts an increase in patronage at Thomsons Lake of 110% reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route. These predictions therefore indicate a high level of acceptance rather than any suggested negative effect. (6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(6) The Minister is not aware of any such studies relevant to the conditions experienced in the Perth metropolitan area. However, the Minister is aware of a study produced by the RMIT University in Melbourne in 2002 that is not relevant to the Perth to Mandurah railway. The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The results obtained in that study are highly dependant on assumptions made in regard to particular conditions relevant to that study. The primary energy source for the production of electricity in Victoria is brown coal. Combustion of brown coal is less efficient than the combustion of black coal or natural gas which is used to produce electricity in Western Australia. The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The NewMetro Rail Project Team advises that the new trains to be acquired for the Mandurah railway will have regenerative braking technology. This uses the motion of the train while decelerating to produce electricity which feeds back into the grid, generating 10 to 20 % of the electricity demand for the train annually. (7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(7) The operation of the electric train system produces negligible air pollutants in the metropolitan region. Greenhouse gases are a global issue to which the South West Metropolitan Railway will make a positive contribution by offering an attractive alternative to private motor car use. Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Of far more significance is the emission of pollutants from road vehicles and industry in the metropolitan area such as carbon monoxide, nitrogen dioxide, sulphur dioxide, inhaleable particles and the production of photochemical smog. These pollutants impact on Perth’s air quality day to day. (8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(8) It is important to note that the disruption on the Freeway during construction of the Fast Direct Railway will be very similar to the disruption that would have been experienced under construction of Stage 2 of the previous Government’s Bus Lane project. While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
While there will be some inconvenience to road users on the Kwinana Freeway during the construction phase of the railway over that route, there will be no financial cost directly associated with that inconvenience. The nature of the disruption for bus and car users on the freeway has been assessed and traffic management plans have been prepared to manage the construction impacts. The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The construction of the SWMR within the Kwinana Freeway median between the Narrows and Glen Iris will mean that the existing freeway will require widening and realigning in several locations in order that sufficient space can be created within the freeway median to accommodate the railway and station platforms required along the route. These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
These works will mean that lane closures and speed restrictions will be required along the freeway in both the South bound and Northbound directions while lane widening, freeway alignment adjustments, new bridge construction and replacement of existing or construction of new safety barriers are carried out. The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
The lane and speed restrictions will cause disruption to the general traffic and bus services while they are in place. Disruption to general traffic will be mitigated as far as possible during the construction by: - Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
- Phasing the construction sequence of the works in an appropriate manner to minimise lane closures and ensure the maximum number of lanes possible are available at all times. - Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
- Where possible confining lane closures to off peak periods during the day. - Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
- Carrying out a limited amount of work during the night when carriageway closures may be required. Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
Disruption to Bus Services during the construction periods will be mitigated as far as possible by: - Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
- Phasing the construction sequences so as to utilise existing dedicated bus lanes for as long as possible. - Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
- Provide temporary or the new permanent dedicated (in small sections) bus lanes at the earliest point in time that the construction sequence will allow. - Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
- Provide temporary dedicated bus lanes during peak hours. (9) Not applicable.
(9) Not applicable.
(9) Not applicable.
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