❓ A WA parliamentary question on notice regarding the Perth to Mandurah railway route, questioning the sustainability assessment and potential drawbacks of the chosen freeway route compared to the Kenwick alternative. The Premier's answer details capacity, travel time, service impacts, level crossings, and Perth station issues with the Kenwick Deviation.
AnsweredQoN 1534Legislative Council
QuestionView source ↗
The Minister for the Environment has last week given environmental approval for the Perth to Mandurah railway. However, the Minister for Planning and Infrastructure was not prepared to submit for EPA assessment the Kenwick route as an alternative to the freeway route. The Premier appears to be the Minister for Sustainability and he has made a big song and dance out of touting his Government’s commitment to the Triple Bottom Line, so I ask -
(1) If the direct route up the freeway is the most sustainable route for the Perth to Mandurah railway, will the Premier ask the EPA to urgently assess the Kenwick route as an alternative to the freeway route so that the economic, social and environmental sustainability of the two routes can be compared by the Government’s independent adviser?
(2) Is the Premier afraid of submitting the Kenwick route to independent sustainability assessment because he knows that, right around the world, integrated land use and public transport planning would require all new passenger railways to be built in greenfield areas where such integration is easily achieved?
(3) Is the Premier aware that no public railway line in the world runs at a profit, it’s simply a question of how big a loss each line operates on?
(4) Does the Premier accept that putting the railway up the freeway totally prevents higher urban densities along at least 10 kilometres of the rail route, seriously impairing the ability of the rail line to maximise passenger numbers and thereby consigning the line to run at a greater loss in perpetuity that if the Kenwick route was to be built?
(1) If the direct route up the freeway is the most sustainable route for the Perth to Mandurah railway, will the Premier ask the EPA to urgently assess the Kenwick route as an alternative to the freeway route so that the economic, social and environmental sustainability of the two routes can be compared by the Government’s independent adviser?
(2) Is the Premier afraid of submitting the Kenwick route to independent sustainability assessment because he knows that, right around the world, integrated land use and public transport planning would require all new passenger railways to be built in greenfield areas where such integration is easily achieved?
(3) Is the Premier aware that no public railway line in the world runs at a profit, it’s simply a question of how big a loss each line operates on?
(4) Does the Premier accept that putting the railway up the freeway totally prevents higher urban densities along at least 10 kilometres of the rail route, seriously impairing the ability of the rail line to maximise passenger numbers and thereby consigning the line to run at a greater loss in perpetuity that if the Kenwick route was to be built?
AnswerView source ↗
Answered
2 March 2004
Responded by
Leader of the House representing the Premier
Response time
90 days
Lack of capacity The Kenwick Deviation funnels two rail lines on to one – the SW line and the Armadale line merging into a single track north of Kenwick. The maximum capacity of this line is 20 trains per hour – although this would be hard to consistently achieve because we will have trains travelling at different speeds and trying to accommodate the Australind service. The Armadale line currently has 8 trains an hour. That would have left the SW line with a maximum of 12 trains an hour with no growth in capacity possible. The entire southern suburbs rail system would have no capacity for growth from day one. By contrast the Northern Suburbs line has already 14 trains per hour and will increase to 16 trains per hour in the near future. When we start our SW rail services via the Fast Direct Route we will be delivering 14 trains per hour from Thomsons Lake and build to 20 trains per hour over the following decade. Increased travel time The Kenwick Deviation adds approximately 11 kilometres to the journey and at least 12 minutes each way in travel time from Thomsons Lake south. This undermined the competitiveness of the system with the motor vehicle. The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
The Kenwick Deviation funnels two rail lines on to one – the SW line and the Armadale line merging into a single track north of Kenwick. The maximum capacity of this line is 20 trains per hour – although this would be hard to consistently achieve because we will have trains travelling at different speeds and trying to accommodate the Australind service. The Armadale line currently has 8 trains an hour. That would have left the SW line with a maximum of 12 trains an hour with no growth in capacity possible. The entire southern suburbs rail system would have no capacity for growth from day one. By contrast the Northern Suburbs line has already 14 trains per hour and will increase to 16 trains per hour in the near future. When we start our SW rail services via the Fast Direct Route we will be delivering 14 trains per hour from Thomsons Lake and build to 20 trains per hour over the following decade. Increased travel time The Kenwick Deviation adds approximately 11 kilometres to the journey and at least 12 minutes each way in travel time from Thomsons Lake south. This undermined the competitiveness of the system with the motor vehicle. The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
The maximum capacity of this line is 20 trains per hour – although this would be hard to consistently achieve because we will have trains travelling at different speeds and trying to accommodate the Australind service. The Armadale line currently has 8 trains an hour. That would have left the SW line with a maximum of 12 trains an hour with no growth in capacity possible. The entire southern suburbs rail system would have no capacity for growth from day one. By contrast the Northern Suburbs line has already 14 trains per hour and will increase to 16 trains per hour in the near future. When we start our SW rail services via the Fast Direct Route we will be delivering 14 trains per hour from Thomsons Lake and build to 20 trains per hour over the following decade. Increased travel time The Kenwick Deviation adds approximately 11 kilometres to the journey and at least 12 minutes each way in travel time from Thomsons Lake south. This undermined the competitiveness of the system with the motor vehicle. The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
The Armadale line currently has 8 trains an hour. That would have left the SW line with a maximum of 12 trains an hour with no growth in capacity possible. The entire southern suburbs rail system would have no capacity for growth from day one. By contrast the Northern Suburbs line has already 14 trains per hour and will increase to 16 trains per hour in the near future. When we start our SW rail services via the Fast Direct Route we will be delivering 14 trains per hour from Thomsons Lake and build to 20 trains per hour over the following decade. Increased travel time The Kenwick Deviation adds approximately 11 kilometres to the journey and at least 12 minutes each way in travel time from Thomsons Lake south. This undermined the competitiveness of the system with the motor vehicle. The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
That would have left the SW line with a maximum of 12 trains an hour with no growth in capacity possible. The entire southern suburbs rail system would have no capacity for growth from day one. By contrast the Northern Suburbs line has already 14 trains per hour and will increase to 16 trains per hour in the near future. When we start our SW rail services via the Fast Direct Route we will be delivering 14 trains per hour from Thomsons Lake and build to 20 trains per hour over the following decade. Increased travel time The Kenwick Deviation adds approximately 11 kilometres to the journey and at least 12 minutes each way in travel time from Thomsons Lake south. This undermined the competitiveness of the system with the motor vehicle. The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
The entire southern suburbs rail system would have no capacity for growth from day one. By contrast the Northern Suburbs line has already 14 trains per hour and will increase to 16 trains per hour in the near future. When we start our SW rail services via the Fast Direct Route we will be delivering 14 trains per hour from Thomsons Lake and build to 20 trains per hour over the following decade. Increased travel time The Kenwick Deviation adds approximately 11 kilometres to the journey and at least 12 minutes each way in travel time from Thomsons Lake south. This undermined the competitiveness of the system with the motor vehicle. The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
By contrast the Northern Suburbs line has already 14 trains per hour and will increase to 16 trains per hour in the near future. When we start our SW rail services via the Fast Direct Route we will be delivering 14 trains per hour from Thomsons Lake and build to 20 trains per hour over the following decade. Increased travel time The Kenwick Deviation adds approximately 11 kilometres to the journey and at least 12 minutes each way in travel time from Thomsons Lake south. This undermined the competitiveness of the system with the motor vehicle. The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
When we start our SW rail services via the Fast Direct Route we will be delivering 14 trains per hour from Thomsons Lake and build to 20 trains per hour over the following decade. Increased travel time The Kenwick Deviation adds approximately 11 kilometres to the journey and at least 12 minutes each way in travel time from Thomsons Lake south. This undermined the competitiveness of the system with the motor vehicle. The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
Increased travel time The Kenwick Deviation adds approximately 11 kilometres to the journey and at least 12 minutes each way in travel time from Thomsons Lake south. This undermined the competitiveness of the system with the motor vehicle. The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
The Kenwick Deviation adds approximately 11 kilometres to the journey and at least 12 minutes each way in travel time from Thomsons Lake south. This undermined the competitiveness of the system with the motor vehicle. The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
(3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
(4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
This will be achieved using 20% less trains than for the Kenwick route.
The Kenwick Deviation funnels two rail lines on to one – the SW line and the Armadale line merging into a single track north of Kenwick. The maximum capacity of this line is 20 trains per hour – although this would be hard to consistently achieve because we will have trains travelling at different speeds and trying to accommodate the Australind service. The Armadale line currently has 8 trains an hour. That would have left the SW line with a maximum of 12 trains an hour with no growth in capacity possible. The entire southern suburbs rail system would have no capacity for growth from day one. By contrast the Northern Suburbs line has already 14 trains per hour and will increase to 16 trains per hour in the near future. When we start our SW rail services via the Fast Direct Route we will be delivering 14 trains per hour from Thomsons Lake and build to 20 trains per hour over the following decade. Increased travel time The Kenwick Deviation adds approximately 11 kilometres to the journey and at least 12 minutes each way in travel time from Thomsons Lake south. This undermined the competitiveness of the system with the motor vehicle. The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
The maximum capacity of this line is 20 trains per hour – although this would be hard to consistently achieve because we will have trains travelling at different speeds and trying to accommodate the Australind service. The Armadale line currently has 8 trains an hour. That would have left the SW line with a maximum of 12 trains an hour with no growth in capacity possible. The entire southern suburbs rail system would have no capacity for growth from day one. By contrast the Northern Suburbs line has already 14 trains per hour and will increase to 16 trains per hour in the near future. When we start our SW rail services via the Fast Direct Route we will be delivering 14 trains per hour from Thomsons Lake and build to 20 trains per hour over the following decade. Increased travel time The Kenwick Deviation adds approximately 11 kilometres to the journey and at least 12 minutes each way in travel time from Thomsons Lake south. This undermined the competitiveness of the system with the motor vehicle. The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
The Armadale line currently has 8 trains an hour. That would have left the SW line with a maximum of 12 trains an hour with no growth in capacity possible. The entire southern suburbs rail system would have no capacity for growth from day one. By contrast the Northern Suburbs line has already 14 trains per hour and will increase to 16 trains per hour in the near future. When we start our SW rail services via the Fast Direct Route we will be delivering 14 trains per hour from Thomsons Lake and build to 20 trains per hour over the following decade. Increased travel time The Kenwick Deviation adds approximately 11 kilometres to the journey and at least 12 minutes each way in travel time from Thomsons Lake south. This undermined the competitiveness of the system with the motor vehicle. The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
That would have left the SW line with a maximum of 12 trains an hour with no growth in capacity possible. The entire southern suburbs rail system would have no capacity for growth from day one. By contrast the Northern Suburbs line has already 14 trains per hour and will increase to 16 trains per hour in the near future. When we start our SW rail services via the Fast Direct Route we will be delivering 14 trains per hour from Thomsons Lake and build to 20 trains per hour over the following decade. Increased travel time The Kenwick Deviation adds approximately 11 kilometres to the journey and at least 12 minutes each way in travel time from Thomsons Lake south. This undermined the competitiveness of the system with the motor vehicle. The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
The entire southern suburbs rail system would have no capacity for growth from day one. By contrast the Northern Suburbs line has already 14 trains per hour and will increase to 16 trains per hour in the near future. When we start our SW rail services via the Fast Direct Route we will be delivering 14 trains per hour from Thomsons Lake and build to 20 trains per hour over the following decade. Increased travel time The Kenwick Deviation adds approximately 11 kilometres to the journey and at least 12 minutes each way in travel time from Thomsons Lake south. This undermined the competitiveness of the system with the motor vehicle. The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
By contrast the Northern Suburbs line has already 14 trains per hour and will increase to 16 trains per hour in the near future. When we start our SW rail services via the Fast Direct Route we will be delivering 14 trains per hour from Thomsons Lake and build to 20 trains per hour over the following decade. Increased travel time The Kenwick Deviation adds approximately 11 kilometres to the journey and at least 12 minutes each way in travel time from Thomsons Lake south. This undermined the competitiveness of the system with the motor vehicle. The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
When we start our SW rail services via the Fast Direct Route we will be delivering 14 trains per hour from Thomsons Lake and build to 20 trains per hour over the following decade. Increased travel time The Kenwick Deviation adds approximately 11 kilometres to the journey and at least 12 minutes each way in travel time from Thomsons Lake south. This undermined the competitiveness of the system with the motor vehicle. The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
Increased travel time The Kenwick Deviation adds approximately 11 kilometres to the journey and at least 12 minutes each way in travel time from Thomsons Lake south. This undermined the competitiveness of the system with the motor vehicle. The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
The Kenwick Deviation adds approximately 11 kilometres to the journey and at least 12 minutes each way in travel time from Thomsons Lake south. This undermined the competitiveness of the system with the motor vehicle. The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
The comparative travel times of the Fast Direct Railway, the Kenwick Deviation, bus and motor vehicle in the morning peak are as follows: Trip Fast Direct Route Kenwick Deviation Bus Motor vehicle Perth - Mandurah 48 mins 60 mins 73 mins 68 mins Perth – Rockingham 33 mins 45 mins 57 mins 54 mins Perth – Thomsons Lake 16 mins 28 mins 23 mins 34 mins It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
It is clear that the Fast Direct Railway will deliver travel times that are competitive with the motor vehicle and will attract people to public transport. The Kenwick Deviation and the bus simply do not deliver the travel times required to persuade people with a choice out of their car and onto public transport. Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
Impact on services Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
Even to achieve travel times of 60 minutes from Mandurah and 48 minutes from Rockingham under the Kenwick Deviation, significant alterations were required to both the infrastructure and train schedules on the Armadale line. A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
A number of stations were to be closed and the trains travelling to and from Rockingham and Mandurah would have stopped at only a limited number of stations between Kenwick and Perth. A major change was required to the operation of train services between Perth and Armadale to accommodate the integration of limited stop trains from the South West and the amended timetable for Armadale trains. The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
The Public Transport Authority is proud of its standards of performance, including 98% reliability, and takes the view that any addition to the existing service should be achieved without a lessening of that enviable performance. Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
Level crossings There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
There were a number of existing level crossings between Burswood and Kenwick that were to be retained under the Kenwick Deviation. These were Mint Street, Carlisle; Hamilton Street, Queens Park; Wharf Street, Cannington; and William Street, Beckenham. A significant number of vehicles pass through these crossings during the morning and afternoon peak periods. There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
There are currently eight trains an hour plus the Australind service operating each way on the Armadale line between Kenwick and Perth during the peak period. Under the Kenwick Deviation there would have been up to an additional 12 trains per hour from the SW line bringing up to twenty trains an hour each way in addition to the Australind service. With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
With up to 41 trains per hour (20 trains each way plus the Australind one way) passing through these crossings during peak periods they would have been closed off for approximately 26 minutes each hour during the busiest periods of the day. The additional trains on the Armadale line under the Kenwick Deviation would have pushed boom gate closures beyond acceptable limits and those crossings, in all probability, would have to have been grade separated. The cost of grade separating these four level crossings was estimated to be $20 million. Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
Perth station Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
Another unresolved issue was how to cater for the major increase of passengers at Perth Station. The Kenwick Deviation would have seen an additional 18,000 people per day entering the existing Perth Station. The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
The detailed design of how to deal with congestion, ingress and egress had not been done. By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
By comparison the provision of new underground platforms under the Fast Direct Route means that Perth City Station will be able to cater for patronage growth well into the future. (3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
(3) Not only will the Fast Direct Railway deliver significant benefits for approximately the same up front capital cost as the Kenwick Deviation it will save the taxpayers of Western Australia millions of dollars each year in operational costs. As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
As outlined above, the Kenwick Deviation required 117 railcars, 24 more than is required for the Fast Direct Route – costing significantly more on train crews, security, maintenance, electricity and so on. As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
As the Fast Direct Route will carry more than 10,000 passengers more than the Kenwick Deviation there is also a significant increase in revenue. A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
A comparative analysis of the two routes estimates that it would cost approx $15 million per year more to operate the Kenwick Deviation. (4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
(4) The Fast Direct Railway is expected to carry 28,500 people each weekday when services commence in 2006/07. This is almost 10,000, or 35%, more people than were expected to use the Kenwick Deviation. The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
The current modelling shows that for the section of the railway common to both the Kenwick and Direct routes (i.e. from Glen Iris southward) the Kenwick route would attract 11,290 boarders per weekday in year 2006, whilst the Direct Route will attract 15,890 boarders in year 2006, an increase of 40%. This patronage arises from a far more attractive service as a result of the reduced journey times and more frequent services particularly from Thomsons Lake. There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
There is a 110% increase in patronage at Thomsons Lake reflecting a 42% decrease in journey time and a 50% increase in service frequency at peak times compared to the Kenwick Route This will be achieved using 20% less trains than for the Kenwick route.
This will be achieved using 20% less trains than for the Kenwick route.
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