❓ A parliamentary question on the proposed Fast Direct Route for the southern rail line, focusing on passenger numbers, travel times, and the impact on bus services, with the answer promoting the benefits of the rail project.
AnsweredQoN 2862Legislative Assembly
QuestionView source ↗
(1) Of the 10,000 passengers that the proposed Fast Direct Route for the southern rail line will carry in excess of passenger numbers to be carried on the previous Government’s Kenwick Deviation route, how many of these additional passengers will be people transferring from buses that previously would have travelled into the Perth CBD along the Kwinana Freeway bus lanes?
(2) What are the projected travel times for those passengers who currently travel by bus from Applecross to the Perth CBD, compared with the travel time for the same bus passengers who will soon be required to use the Canning Bridge bus/rail interchange station in order to travel into the Perth CBD in the shortest time possible at peak hour?
(3) If the Kwinana Freeway bus lanes are removed, what will be the expected travel times for passengers travelling by bus from Canning Bridge to the Perth CBD at peak hour, compared to their travel time at present?
(2) What are the projected travel times for those passengers who currently travel by bus from Applecross to the Perth CBD, compared with the travel time for the same bus passengers who will soon be required to use the Canning Bridge bus/rail interchange station in order to travel into the Perth CBD in the shortest time possible at peak hour?
(3) If the Kwinana Freeway bus lanes are removed, what will be the expected travel times for passengers travelling by bus from Canning Bridge to the Perth CBD at peak hour, compared to their travel time at present?
AnswerView source ↗
Answered
26 August 2004
Responded by
Minister for Planning and Infrastructure
Response time
86 days
Initial train patronage for the first year of the Southern Suburbs railway and the Thornlie Spur is estimated to be 28,500 passengers on a typical weekday. Existing bus passengers are included in this number. Therefore, it is estimated that there will be around 17,500 new public transport users each day when the service commences in 2006. This represents almost a 119 per cent increase in public transport usage in the corridor. It is also important to note that the patronage projections for the previous Government?s Kenwick Deviation also includes between 3,000 and 4,000 current bus users south of Glen Iris and current bus users between Thornlie and Glen Iris. We are unashamedly committed to getting people out of their cars and onto public transport. Buses are critical to the success of public transport in Western Australia but it is rail that is clearly able to turn those with a choice into public transport users. The Australian Bureau of Statistics publication ?Perth: A Social Atlas? published in October 2002 showed by far the strongest use of public transport by commuters occurs in areas serviced by rail. By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
Initial train patronage for the first year of the Southern Suburbs railway and the Thornlie Spur is estimated to be 28,500 passengers on a typical weekday. Existing bus passengers are included in this number. Therefore, it is estimated that there will be around 17,500 new public transport users each day when the service commences in 2006. This represents almost a 119 per cent increase in public transport usage in the corridor. It is also important to note that the patronage projections for the previous Government?s Kenwick Deviation also includes between 3,000 and 4,000 current bus users south of Glen Iris and current bus users between Thornlie and Glen Iris. We are unashamedly committed to getting people out of their cars and onto public transport. Buses are critical to the success of public transport in Western Australia but it is rail that is clearly able to turn those with a choice into public transport users. The Australian Bureau of Statistics publication ?Perth: A Social Atlas? published in October 2002 showed by far the strongest use of public transport by commuters occurs in areas serviced by rail. By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
It is also important to note that the patronage projections for the previous Government?s Kenwick Deviation also includes between 3,000 and 4,000 current bus users south of Glen Iris and current bus users between Thornlie and Glen Iris. We are unashamedly committed to getting people out of their cars and onto public transport. Buses are critical to the success of public transport in Western Australia but it is rail that is clearly able to turn those with a choice into public transport users. The Australian Bureau of Statistics publication ?Perth: A Social Atlas? published in October 2002 showed by far the strongest use of public transport by commuters occurs in areas serviced by rail. By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
It is also important to note that the patronage projections for the previous Government?s Kenwick Deviation also includes between 3,000 and 4,000 current bus users south of Glen Iris and current bus users between Thornlie and Glen Iris. We are unashamedly committed to getting people out of their cars and onto public transport. Buses are critical to the success of public transport in Western Australia but it is rail that is clearly able to turn those with a choice into public transport users. The Australian Bureau of Statistics publication ?Perth: A Social Atlas? published in October 2002 showed by far the strongest use of public transport by commuters occurs in areas serviced by rail. By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
We are unashamedly committed to getting people out of their cars and onto public transport. Buses are critical to the success of public transport in Western Australia but it is rail that is clearly able to turn those with a choice into public transport users. The Australian Bureau of Statistics publication ?Perth: A Social Atlas? published in October 2002 showed by far the strongest use of public transport by commuters occurs in areas serviced by rail. By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
We are unashamedly committed to getting people out of their cars and onto public transport. Buses are critical to the success of public transport in Western Australia but it is rail that is clearly able to turn those with a choice into public transport users. The Australian Bureau of Statistics publication ?Perth: A Social Atlas? published in October 2002 showed by far the strongest use of public transport by commuters occurs in areas serviced by rail. By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
Buses are critical to the success of public transport in Western Australia but it is rail that is clearly able to turn those with a choice into public transport users. The Australian Bureau of Statistics publication ?Perth: A Social Atlas? published in October 2002 showed by far the strongest use of public transport by commuters occurs in areas serviced by rail. By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
Buses are critical to the success of public transport in Western Australia but it is rail that is clearly able to turn those with a choice into public transport users. The Australian Bureau of Statistics publication ?Perth: A Social Atlas? published in October 2002 showed by far the strongest use of public transport by commuters occurs in areas serviced by rail. By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
The Australian Bureau of Statistics publication ?Perth: A Social Atlas? published in October 2002 showed by far the strongest use of public transport by commuters occurs in areas serviced by rail. By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
The Australian Bureau of Statistics publication ?Perth: A Social Atlas? published in October 2002 showed by far the strongest use of public transport by commuters occurs in areas serviced by rail. By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
(2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
(2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
(3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
(3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
Initial train patronage for the first year of the Southern Suburbs railway and the Thornlie Spur is estimated to be 28,500 passengers on a typical weekday. Existing bus passengers are included in this number. Therefore, it is estimated that there will be around 17,500 new public transport users each day when the service commences in 2006. This represents almost a 119 per cent increase in public transport usage in the corridor. It is also important to note that the patronage projections for the previous Government?s Kenwick Deviation also includes between 3,000 and 4,000 current bus users south of Glen Iris and current bus users between Thornlie and Glen Iris. We are unashamedly committed to getting people out of their cars and onto public transport. Buses are critical to the success of public transport in Western Australia but it is rail that is clearly able to turn those with a choice into public transport users. The Australian Bureau of Statistics publication ?Perth: A Social Atlas? published in October 2002 showed by far the strongest use of public transport by commuters occurs in areas serviced by rail. By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
It is also important to note that the patronage projections for the previous Government?s Kenwick Deviation also includes between 3,000 and 4,000 current bus users south of Glen Iris and current bus users between Thornlie and Glen Iris. We are unashamedly committed to getting people out of their cars and onto public transport. Buses are critical to the success of public transport in Western Australia but it is rail that is clearly able to turn those with a choice into public transport users. The Australian Bureau of Statistics publication ?Perth: A Social Atlas? published in October 2002 showed by far the strongest use of public transport by commuters occurs in areas serviced by rail. By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
It is also important to note that the patronage projections for the previous Government?s Kenwick Deviation also includes between 3,000 and 4,000 current bus users south of Glen Iris and current bus users between Thornlie and Glen Iris. We are unashamedly committed to getting people out of their cars and onto public transport. Buses are critical to the success of public transport in Western Australia but it is rail that is clearly able to turn those with a choice into public transport users. The Australian Bureau of Statistics publication ?Perth: A Social Atlas? published in October 2002 showed by far the strongest use of public transport by commuters occurs in areas serviced by rail. By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
We are unashamedly committed to getting people out of their cars and onto public transport. Buses are critical to the success of public transport in Western Australia but it is rail that is clearly able to turn those with a choice into public transport users. The Australian Bureau of Statistics publication ?Perth: A Social Atlas? published in October 2002 showed by far the strongest use of public transport by commuters occurs in areas serviced by rail. By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
We are unashamedly committed to getting people out of their cars and onto public transport. Buses are critical to the success of public transport in Western Australia but it is rail that is clearly able to turn those with a choice into public transport users. The Australian Bureau of Statistics publication ?Perth: A Social Atlas? published in October 2002 showed by far the strongest use of public transport by commuters occurs in areas serviced by rail. By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
Buses are critical to the success of public transport in Western Australia but it is rail that is clearly able to turn those with a choice into public transport users. The Australian Bureau of Statistics publication ?Perth: A Social Atlas? published in October 2002 showed by far the strongest use of public transport by commuters occurs in areas serviced by rail. By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
Buses are critical to the success of public transport in Western Australia but it is rail that is clearly able to turn those with a choice into public transport users. The Australian Bureau of Statistics publication ?Perth: A Social Atlas? published in October 2002 showed by far the strongest use of public transport by commuters occurs in areas serviced by rail. By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
The Australian Bureau of Statistics publication ?Perth: A Social Atlas? published in October 2002 showed by far the strongest use of public transport by commuters occurs in areas serviced by rail. By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
The Australian Bureau of Statistics publication ?Perth: A Social Atlas? published in October 2002 showed by far the strongest use of public transport by commuters occurs in areas serviced by rail. By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
By contrast it was noted that the weakest area was the South West corridor to Rockingham and Mandurah even though those areas have high frequency bus services. An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
An analysis of public transport patronage in Perth and Adelaide, two cities of similar size and population, supports the position that rail is more likely to attract public transport passengers. Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
Between 1993/94, the first full year of operation of the Northern Suburbs Railway, and 2002/03 public transport patronage increased in Perth by 25%. In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
In the same period in Adelaide, a predominantly bus based system with no investment in rail, public transport patronage has fallen by 8.1%. The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
The travel time difference between rail and bus are significant. In the morning peak the comparative travel times are: Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
Trip Fast Direct Route Bus Perth - Mandurah 48 minutes 73 minutes Perth ? Rockingham 33 minutes 57 minutes Perth ? Thomsons Lake 16 minutes 23 minutes The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
The passenger carrying capacity of rail is significantly higher than buses and is better placed to cater for growth in patronage. While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
While the initial frequency will be in the order of 12 to 16 trains per hour, the Southern Suburbs Railway will be capable of carrying 20 trains per hour in either direction. Given that a six car train will have the capacity to carry approximately 900 passengers, this potential capacity represents a passenger carrying capacity of more than 18,000 passengers per hour in one direction. To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
To carry 18,000 in one hour, 260 buses travelling 13 seconds apart would be required. I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
I would be interested to hear how the Kwinana Freeway Busway and the City bus stations could cope with the number of buses that would be required to carry the 18,000 passengers that could be carried by the railway. (2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
(2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
(2) This question is based on an incorrect assumption. It is important to note that Canning Highway buses continuing into the City after December 2006 will still have a bus priority on-ramp at Canning Bridge, and then as the buses approach the Narrows Bridge, a further bus priority measure will commence at a point approximately adjacent to Judd Street. For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
For all other current bus users, 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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
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. (3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
(3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
(3) The travel time depends on whether passengers are going to in the Perth CBD. When the rail service commence in 2006 it is estimated that Canning Highway bus services to the Perth CBD will take up to four minutes longer than they do today during peak periods, with this reducing to just two minutes longer in off peak periods. The travel time for rail passengers travelling from Canning Bridge to the Esplanade Rail Station will be the same as the travel time for the current bus journey to the Esplanade bus station. However, the travel time for rail passengers travelling from Canning Bridge to the new William Street platforms will be around 10 minutes quicker than the current bus journey as it currently takes approximately 12 minutes for buses to get from the Esplanade bus station to the Wellington Street bus station.
Explore WA Government Data
Search the full archive in the free dashboard, or query programmatically via API.
Explore more
Government Gazette
Appointments, regulatory notices, planning changes.
Hansard
Debates, questions, speeches and sentiment.
Tabled Papers
Reports and documents tabled in Parliament.
Committees
Committee profiles and recent reports.
Regulations
Subsidiary legislation with filters and summaries.
Bills
Proposed laws and parliamentary progress.
Acts
Current WA legislation and summaries.
Explanatory Memoranda
Bills with EMs (text/PDF) available.
Members
MP profiles, party breakdown and rankings.
Pollie Rankings
Data-driven rankings across 19 categories.
Amendment Chains
Track how schemes and regulations evolve over time.