Mandurah line

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Mandurah line
Six car electric multiple unit train running on tracks within the median strip of a freeway
A Transperth B-series train on the Mandurah line in the median of the Kwinana Freeway in Como
Overview
Other name(s)Southern suburbs railway (during construction)
OwnerPublic Transport Authority
TerminiPerth
Mandurah
Continues fromJoondalup line
Stations12
Service
TypeCommuter rail
SystemTransperth
Operator(s)Transperth Train Operations
Rolling stockTransperth B-series trains
Ridership14,856,023 (year to June 2021)
History
Opened23 December 2007
Technical
Line length70.1 km (43.6 mi)
Track gauge1,067 mm (3 ft 6 in)
Electrification25 kV 50 Hz AC from catenary
Route map

Legend
continues to Joondalup line
 Perth Bus transfer Transwa Trains Free Transit Zone
Elizabeth Quay
(formerly Esplanade)
Bus transfer Free Transit Zone
Swan River
 Canning Bridge Bus transfer
Canning River
 Bull Creek Bus transfer
Murdoch Bus transfer CircleRoute
Cockburn Central Bus transfer
Aubin Grove Bus transfer
Kwinana Bus transfer
Wellard Bus transfer
Rockingham Bus transfer
Warnbro Bus transfer
Karnup
(planned)
 Lakelands
(planned)
 Mandurah Bus transfer
This diagram:
  • view
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The Mandurah line is a commuter railway and service on the Transperth network in Western Australia that runs from Perth south to the state's second largest city Mandurah. The service is operated by Transperth Train Operations, a division of the Public Transport Authority. The line is 70.1 kilometres (43.6 mi) long and has 12 stations. At its northern end, the line (travelling south) begins as a continuation of the Joondalup line at Perth Underground, and (travelling north) ends as a continuation of the Joondalup line at Elizabeth Quay. The first 1.3 kilometres (0.81 mi) of the line is underground, passing under the Perth central business district. The line surfaces and enters the median of the Kwinana Freeway just north of the Swan River. It continues south down the freeway's median for 30 kilometres (19 mi), before veering south-west towards Rockingham. The final stretch of the line goes south from Rockingham to Mandurah.

Planning for a railway line to Mandurah began in the early 1990s, during the construction of the Joondalup line. The first route proposed was an extension of the Fremantle line to Mandurah. The preferred route was later changed to a spur of the Armadale line at Kenwick. Following a change in state government in 2001, the route was changed again, this time to a direct route along the Kwinana Freeway south of Perth. The first contracts for the construction of the line were signed in 2002, and construction began in March 2004. The underground portion of the line, between Perth and Esplanade station, was the first section to open. It began operating on 15 October 2007. The rest of the line opened on 23 December 2007. Since opening, one new station along the line has opened, and another new station has begun construction. The line is set to gain a new connection in 2024 when the Thornlie line is extended to Cockburn Central station.

Trains take 51 minutes to get from Perth Underground to Mandurah station. The line is the busiest on the Transperth network, with 14.9 million boardings in the 2020–21 financial year. Headways are at least every 15 minutes during the day, rising to every 5 minutes on parts during peak time.[1]

History[]

Proposals and planning[]

A report released by a steering committee in 1990 showed that a rail service to Rockingham and Mandurah was feasible by extending the existing Fremantle line. There was already track in place for freight trains from Fremantle to Kwinana Beach. With the Armadale, Fremantle and Midland lines to be electrified in the early 1990s, the report suggested using the leftover diesel railcars to minimise initial costs.[2]: 238 

In the early 1990s, Westrail was asked by the Government of Western Australia to commence planning for an extension of Perth's rail system from Fremantle to Mandurah. After some planning, the responsibility for more planning was transferred from Westrail to the Department of Transport. In February 1992, Carmen Lawrence, the Premier of Western Australia, provided an in-principle commitment to build a railway line from Fremantle to Mandurah via Rockingham.[3][4][5]: 1 

A range of options were assessed by the South West Area Transit (SWAT) Steering Committee, including trams, and heavy rail, like the existing Perth rail system.[5]: 1 [6] Independently of this committee, Westrail was asked by the to investigate doing a direct route for a railway from Perth to Mandurah, instead of via Fremantle. The direct route was to pass through the emerging regional centre of Thomsons Lake,[5]: 1  which is now known as Cockburn Central.

In January 1993, the government announced that the preferred solution was for the line to consist of heavy rail, and go via Fremantle. The line was planned to open as far south as Rockingham in 1996, and to Mandurah by 2001.[6] Following a change in government in 1993 from the Labor party to the Liberal party, the government put aside the immediate plans for the railway, saying that it was far too expensive, and too soon after the Joondalup line was built.[7]

Later, a route branching off from the Armadale line at Kenwick became the preferred route. That route had the railway follow the Kwinana freight railway until the Kwinana Freeway; then the railway would follow the freeway, either on the west side or in the median, veering away from the freeway towards Rockingham, and then south to Mandurah. In December 1994, the land for the railway via Kenwick was reserved in the Metropolitan Region Scheme.[5]: 2  The land for the railway was also reserved in the planned .[8] This scheme was eventually gazetted on 23 October 2002.[9]

On 14 August 1995, premier Richard Court confirmed the government's intention to build the railway from Perth to Mandurah via the Armadale line. The railway was planned to be staged, with the first section from Kenwick to Jandakot planned to open within 10 years and cost $150 million. He said the entire line would cost $570 million.[8][10]

In April 1997, Cabinet approved the preparation of a master plan. Preparation of the master plan started in late 1997. It was overseen by a steering committee, which consisted of various transport, planning, environmental, and treasury government officials. The master plan's purposes included:[8]

  • Finalising the railway's route
  • Establishing the feasibility of the railway
  • Creating patronage estimates, and deciding on the location and type of railway stations
  • Detailing the operation of the line
  • Ensuring the railway meets environmental requirements
  • Calculation of the cost of the project
  • Detailing possible sources of funding
  • Preparation of enabling legislation
  • Detailing the requirements of rolling stock

The master plan, called the South West Metropolitan Railway (SWMP) Master Plan, was endorsed by the state government in March 1999.[5]: 2  In the master plan, the following stations were planned to be built initially, from north to south:[11]: 45 

  • Thornlie station
  • Nicholson Road station
  • Canning Vale station
  • South Lake station
  • Thomsons Lake station
  • Thomas Road station
  • Leda station
  • Rockingham transit station (direct route through Rockingham)
  • Ennis Avenue station (loop through Rockingham)
  • Rockingham City station (loop through Rockingham)
  • Waikiki station
  • Mandurah terminus station

Significant changes to Perth station would have also been required under this plan, and station upgrades and level crossing grade separations along the Armadale line were planned too.[11] In April 2000, an expanded version of the SWMR Master Plan was released by the government.[5]: 2 

The Railway (Northern and Southern Urban Extensions) Act, which enabled the construction of the Mandurah line via Kenwick, passed the Western Australian Parliament in November 1999.[12][13]: 1 

In December 2000, the government announced that the railway between Warnbro and Mandurah would be double tracked. It was previously planned to be just a single track, meaning a maximum frequency of two trains per hour south of Warnbro. The additional cost was $20 million.[14]

However, following a change in State Government in 2001, a bill was passed that saw the route altered to start at Perth station, travel through a 1.6-kilometre (1.0 mi) tunnel,[15] traverse the Kwinana Freeway, and then continue along its initial route after Jandakot.[16] This second route was much more direct, and allowed through services with the Joondalup line; however it was more costly.[17][18][19] The new route had a 20% faster journey time from Mandurah station to Perth, and a 40% faster journey time from Thomsons Lake to Perth. It also had higher projected patronage, with 24,950 passengers per day projected, as opposed to 19,100 for the route via Kenwick. The new route also meant that there is a higher maximum capacity for each line, as there are no tracks with multiple lines limiting maximum capacity. It also provided an opportunity for a new station at the south end of the Perth CBD, closer to the offices on St Georges Terrace.[13]: 6  The route included the following stations:[5]: viii 

  • William Street (Perth) station
  • Esplanade station
  • Canning Bridge station
  • Leach Highway station
  • South Street (Murdoch) station
  • Thomsons Lake station
  • Thomas Road station
  • Leda station
  • Rockingham station
  • Waikiki station
  • Mandurah station

South Lake station was along the new alignment but was relegated to being built in the future. Leda station was budgeted for but was planned on opening later than the other stations. Thornlie, Nicholson Road, and Canning Vale stations were removed from the plan as they were along the Kwinana freight railway alignment.[5]: viii 

This decision also led to the relocation of the Rockingham station from the city centre to the outer edge to offset the additional costs of the Perth section. The original route included tunnels to bring the railway into the Rockingham CBD. As a trade-off for relocating Rockingham station to the outer edge, the State Government promised a light rail link to the Rockingham CBD. This was later revised to a Central Area Transit style bus service partly within a dedicated busway. As part of the work, the Narrows and Mount Henry Bridges were rebuilt.[20][21]

Detailed planning and construction[]

The design and construction of the project was split up into eight packages. They are as follows:

Package Value[22]: 301–313  Scope[22]: 301–313 
A $310 million
  • Drainage, earthworks, tracks, traction power network from Mandurah to the Narrows Bridge
  • Roadworks, bridges, and underpasses from Mandurah to Glen Iris
  • Signalling and communications for the entire line
  • Mandurah railcar depot
B $32 million Cockburn Central, Kwinana, and Wellard stations
C $38 million Rockingham, Warnbro and Mandurah stations
D $32 million Canning Bridge, Bull Creek, and Murdoch stations
E $105 million Roadworks along the Kwinana Freeway, including new bridges, barriers, and modification of the existing bridges
F $324.5 million Tunnelling, Perth Underground station, Esplanade station, connection to the rest of the rail network
G $10.6 million New train control system
H Various minor works

All of these packages were managed by New MetroRail except for Package E, which was managed by Main Roads Western Australia. New MetroRail was a division of the Western Australian Government Railways Commission (later the Public Transport Authority), set up in March 2003 as a rebrand of the Perth Urban Rail Development Project. This division managed the construction of the Mandurah line, as well as an extension to the Joondalup line and upgrades along the Armadale line.[2]: 239 [23][13]: 1 

The first contracts were awarded in April 2002: the contract for designing Package B was awarded to Woodhead International Architects for $2.1 million, and the contract for designing Package C was awarded to Jones Coulter Young Pty Ltd for $2.5 million.[13]: 6  Woodhead recruited MPS Architects to do part of the design work for Package B, and Jones Coulter Young recruited Taylor Robinson Architects to do part of the design work for Mandurah and Warnbro stations.[22]: 301–3  The $9.7 million design contract for Package A was awarded to Maunsell SKM Joint Venture in September 2002, and the $3.1 million design contract for Package D was awarded to Woodhead International Architects and MPS Architects in October 2002.[13]: 6  Woodhead designed Bull Creek and Canning Bridge stations, and MPS designed Murdoch station.[22]: 305 

The Railway (Jandakot to Perth) Act passed parliament on 27 November 2002, and received royal assent on 5 December 2002, enabling the construction of the railway between Perth and Jandakot to begin.[13]: 1 

Expressions of interest for the construction of Package F closed on 16 April 2003. The five proponents that applied were City Connect (joint venture between Clough, McConnell Dowell and Obayashi); Bilfinger Berger–Baulderstone Hornibrook; Leighton–Kumagai Gumi Team; Multiplex–John Holland–Tyco Group; and Henry Walker Eltin–Bouygues.[24] City Connect and Leighton–Kumagai Gumi Team were shortlisted on 29 May 2003. The request for proposals began on 16 June 2003, and the detailed submissions from each consortia were due on 18 September 2003.[25]: 2 

In July 2003, the Environmental Protection Authority submitted a Public Environmental Review to the Minister for Environment, Judy Edwards. She approved the environmental review on 14 November 2003.[26]

Expressions of interest for the construction of the three station packages, packages B, C and D, opened in September 2003, and closed on 30 October.[27][28]

In December 2003, Cabinet decided to award the construction contract for Package E to Leighton Contractors Pty Ltd, and the construction contract for Package F to Leighton-Kumagai Gumi Team. The completion date of the entire line to Mandurah was also brought forward to December 2006.[29] Leighton Contractors had been selected as the preferred proponent for Package E,[30] and Leighton-Kumagai Gumi Team had been selected as the preferred proponent for Package F in October 2003.[31]: 3 

Train on bridge in freeway median
Transperth B-series train passing across the Narrows Bridge

The contract for the design and construction of Package E was signed on 14 January 2004. This package consisted of all the roadworks along the Kwinana Freeway. This included the construction of a new bridge between the two existing Narrows Bridges, for the southbound tracks. The northbound tracks were built on the existing northbound road bridge, which had to be strengthened to withstand the weight of a train. The Mount Henry Bridge had to have a new bridge for northbound road traffic built next to the existing bridge. The existing bridge was strengthened, for railway tracks to go across it. Existing bridges along the Kwinana Freeway had to have various modifications, including pier strengthening and protection. The freeway had to undergo minor realignment in parts so that the railway could fit. The layout of onramps and offramps at Leach Highway and South Street had to be changed, as that was where Bull Creek and Murdoch stations were to be built respectively.[22]: 307 

Package E also included the construction of the railway formation layer along the Kwinana Freeway, construction of drainage along that section, construction of concrete barriers between the freeway and the railway, and construction of noise walls along some stretches. It also included the moving of the bus bridge that goes from Canning Highway to the freeway northbound 9.5 metres (31 ft) west, as the bridge was in the way of the railway. Initially, this bridge was going to be demolished and rebuilt, but it was determined that moving the bridge was viable and more economical.[22]: 307 

long shot of a construction site taking up part of a road
Construction at Perth Underground station on 2 January 2007

The contract for the design and construction of Package F was awarded to Leighton–Kumagai Gumi on 14 February 2004. The main part of this package was the tunnelling under the Perth central business district and the construction of Perth Underground and Esplanade stations. The tunnelling consisted of two 700-metre (2,300 ft) long bored tunnels between Perth rail yard (the track west of Perth station) and Esplanade station, and 600 metres (2,000 ft) of cut-and-cover tunnel south of Esplanade station. The two stations were also cut-and-cover.[22]: 309  Smaller parts of Package F included changes to the traction power supply sections around Perth station, changes to the layout of the Perth rail yard, alterations and strengthening of the Horseshoe Bridge, construction of a pedestrian tunnel under Wellington Street to link Perth underground to the existing Perth station, and landscaping and changes to the road layout around the southern tunnel portal.[22]: 309 [32] Construction on Package F began in March 2004, making this package the first one to begin construction.[22]: XVII  The tunnel was the first railway tunnel to be built in Perth since 1895 when the Swan View Tunnel was built in the present-day John Forrest National Park. This was the most challenging portion of the Mandurah line project, with it being heavily criticised in the press.[2]: 241 

The tunnel boring machine, manufactured by Mitsubishi Heavy Industries,[33][34] was lifted into position in the Esplanade station box on 14 August 2005.[22]: XVII  It was named "the Sandgroper", a nickname for Western Australians,[35] and had a mass of 300 tonnes (300 long tons; 330 short tons) and a length of 60 metres (200 ft).[2]: 242  Following a slight delay due to technical issues during commissioning, the TBM started boring the eastern tunnel on 25 October 2005.[22]: XVII [33] On 7 February 2006, the TBM broke through to William Street station, 460 metres (1,510 ft) north of The Esplanade.[2]: 242 [36] The first tunnel was complete when the TBM broke though to the northern tunnel portal on 4 June 2006.[37] The machine was transported back to Esplanade station to do the second tunnel.[22]: XVII  It broke through to William Street station on 31 August 2006,[38] and broke through the northern tunnel portal on 24 October 2006.[22]: XVII [39][40]: 1  With the TBM designed specifically for Perth's sandy soils, it had to be scrapped following the project as no-one wanted to buy it.[2]: 241 

On 23 May 2004, the contract for the construction of Package A was awarded to RailLink Joint Venture: a joint venture between John Holland, Macmahon Contractors, and Multiplex Constructions,[41] after being named the preferred tenderer in late 2003.[31]: 1  As only parts of this package were fully designed by MSKM and New MetroRail during the design contract, the construction contract also included a design component. This package included bulk earthworks for stations between Mandurah and Cockburn Central; civil works, drainage, and track structure between Mandurah and the Narrows Bridge; the traction power network from Mandurah to north of the Narrows Bridge, including overhead wires, feeder stations at Jandakot and Karnup, and track sectioning cabins; roadworks between Mandurah and Glen Iris, including rail, road, and pedestrian bridges; signals and communication for the entire line; ; and connecting the signalling, power and communications systems to the rest of the network at Perth Yard.[22]: 301 [41]

In May 2004, construction began on Package E, with works commencing on the Mount Henry Bridge. The new bridge opened to traffic on 22 January 2006.[22]: XVII 

In November 2004, the contract for Package D was awarded to John Holland.[22]: XVII [42] In March 2005, the contract for Package B was awarded to Doric Brierty Joint Venture, a joint venture between Doric Constructions and Brierty Contractors.[22]: XVII [43] The Doric Brierty Joint Venture was again awarded a contract in June 2005, for Package C[a], which was for Rockingham and Warnbro stations; the contract for Package C[b], which was for the construction of Mandurah station, was awarded to J.M. & E.D. Moore.[22]: XVII [44] The construction of the stations from Canning Bridge to Mandurah started from mid- to late-2005.[citation needed]

In April 2005, Planning and Infrastructure Minister Alannah MacTiernan announced that the line's scheduled opening date had been delayed to April 2007. The contingency sum was increased by $45.193 as well, due to two station contracts being above estimates from 2002 and new safety standards for earthing and insulation.[45] In April 2006, MacTiernan announced that the line's opening date had been delayed to July 2007, with Package E being behind schedule. The contingency sum was increased by $49.801 million, bringing the project's total cost to $1.613 billion.[46]

Track laying commenced, starting from a track laying depot in Hillman, on 16 March 2006.[47] For the most part, a track laying machine was used, which could lay about 1 kilometre (0.62 mi) of track per day.[47][40]: 2  Track laying between Mandurah and the Narrows Bridge was completed in December 2006.[40]: 2 

In June 2006, the government reached a $21.8 million settlement with the RailLink Joint Venture, as RailLink's construction was delayed through no fault of their own.[48]

In January 2007, Mandurah, Kwinana, Wellard, and Cockburn Central stations were complete. Rockingham and Warnbro stations were completed on 9 March 2007.[22]: XVII  Canning Bridge, Bull Creek, and Murdoch stations reached practical completion in June 2007.[49]

In April 2007, Planning and Infrastructure Minister Alannah MacTiernan revealed the line was delayed, with opening likely in October 2007.[50]

The first test train ran on the line, between Perth Yard and Esplanade station, in August 2007. In September 2007, the overhead wiring system was energised between Perth Yard and south of Esplanade station.[22]: XVII  This section reached practical completion in September 2007, with the site being handed over to the Public Transport Authority on 10 September 2007.[49]

From 7 to 14 October 2007, a planned shutdown of the whole Fremantle line and partial closure of the Joondalup line between Perth and Leederville stations was undertaken to allow workers to connect the Mandurah line to the Joondalup line. On 15 October 2007, Perth Underground and Esplanade stations opened. On this day, the railway also carried its first passengers with the extension of Joondalup line services to Esplanade station.[51]

On 9 November 2007, the first train crossed the Narrows Bridge to Rockingham station, testing the new railway line at around 07:30 with a driver and a group of engineers. After the line testing completed, driver training was undertaken.[52]

silver plaque on a wall
Plaque at Mandurah station commemorating the opening of the line

The line was officially opened on 23 December 2007, with the first train carrying 1,500 passengers, including 1,000 members of the public selected by ballot.[53][54][55]

The line replaced bus services that previously travelled along the freeway to the city, which now terminate at Mandurah line stations. The exception is Canning Highway services, which stop at Canning Bridge station before continuing to the city.[56]

Post-opening[]

Since opening, there have been proposals for stations to be built at South Perth, Aubin Grove, Karnup and Lakelands. Of those stations, Aubin Grove was opened in 2017, and Lakelands station started construction in 2021.

After the opening of the Mandurah line, the government committed to building a station by 2010 at Richardson Street in South Perth.[57] The station would serve major attractions such as Perth Zoo and crowds heading to the South Perth foreshore to watch the City of Perth Skyworks. After a change in government in September 2008, South Perth station was delayed to opening in 2013.[57] The station was not in the 2009 state budget,[58] and has not been built since.

In August 2012, the government announced plans for the construction of Aubin Grove station, at Russell Road between Cockburn Central station and Kwinana station. The station was planned to cost $80 million.[59][60][61] A tender for the construction of the station was released in July 2014.[62][63] In February 2015, CAMPS, which is a joint venture between Coniglio Ainsworth Architects and M. P. S. Architects, was selected to design the station.[64][65] In late-2015, was awarded the construction contract.[66] Construction began in March 2016,[67] and on 23 April 2017, the station was opened. The project had a final cost of $125 million, of which $72 million was for the station.[68][69][70]

Ahead of the 2017 state election, both major parties promised to build a $520 million extension of the Thornlie line to link up with the Mandurah line at Cockburn. The line was planned to follow the previously planned alignment of the Mandurah line, along the Kwinana freight railway, and have stations at Ranford Road and Nicholson Road, before entering the Kwinana Freeway and terminating at a new platform at Cockburn Central station. One of the publicised advantages of the line was that it would make getting to Perth Stadium quicker for people south of Cockburn Central, as the stadium, which was under construction at the time, is along the Armadale/Thornlie line.[71][72] The Labor Party also promised to built a station at Karnup, between Mandurah and Warnbro, as part of their proposed Metronet program of public transport expansion.[73]

The Labor Party won the election. Early works began in late 2019,[74] with full constructing beginning in 2020.[75] The extension is expected to open in 2024.[76][77][78] As part of a major realignment of railway tracks at the Cockburn Central railway station, the Mandurah line was closed between Elizabeth Quay and Aubin Grove from 26 December 2021 to 14 January 2022,[79] in what Metronet said was the longest ever shutdown on Perth's public transport network.[80] In this time, the existing tracks were moved to the edge of the rail corridor to make room for the new Thornlie line tracks that will run between the Mandurah line tracks.[79]

The Labor Party also promised ahead of the 2017 election to build a station at Karnup, between Mandurah and Warnbro.[81] In March 2019, Prime Minister Scott Morrison promised $10 million in federal funding for a station at Lakelands, between Mandurah and Karnup.[82] That was later increased to 80% of the $80 million construction cost, which prompted the state government in November 2019 to delay construction of Karnup station in favour of constructing Lakelands station. Requests from the state government for the federal government to fund Karnup station instead were refused.[83][84] ADCO Constructions was selected as the preferred proponent in December 2021,[85][86] with the company being awarded the contract in January 2020.[87] Works for Lakelands station began in August 2021.[88]

Description[]

The railway has a gauge of 1,067 millimetres (3 ft 6 in); the same as the rest of the Transperth network. It is designed for a maximum train speed of 140 kilometres per hour (87 mph), however trains do not go above 130 kilometres per hour (81 mph) in regular operation.[5]: 89  During hot weather, the tracks can distort. As a result, train speeds are reduced by approximately 20 kilometres per hour (12 mph) when the air temperature is above 39 °C (102 °F), and by an additional 10 kilometres per hour (6.2 mph) when the air temperature is above 41 °C (106 °F).[89][90]

The line uses an overhead 25 kV AC power supply system, which is the same system as the rest of the Transperth network. Third rail 750 V DC power was considered but was not chosen because it would require the rolling stock to be modified to use both power systems, which would reduce performance and cost over $20 million. This system would also require that traction supply substations be located within 3-kilometre (1.9 mi) intervals.[5]: 95, 97 

The Transperth network currently uses fixed block signalling and automatic train protection, which stops trains that pass a red signal and slows trains that drive too fast.[91]: 21  These systems will be replaced by an automatic train control system, likely a communications-based train control system.[91]: 27  The new systems are planned to be in place on the Mandurah line by June 2029,[91]: 77  and will allow up to at least 30 trains per hour to use the line.[91]: 28 

Fencing is used along the entire line aside from the freeway and tunnel sections. Concrete barriers are along the freeway section of the line, separating road traffic from the railway.[5]: 89 

Route[]

Transperth system map, with the Mandurah line in orange

The Mandurah line operates as a through service with the Joondalup line. The service between Perth Underground station and Elizabeth Quay station is designated as both the Mandurah and Joondalup lines.[1][92] This section is underground in twin bored tunnels, and has a roughly north-south heading. Perth Underground station has an underground pedestrian link to the rest of Perth station. North of Perth Underground station, along the Joondalup line, the track bends westwards, then surfaces parallel to the Fremantle line, allowing trains to switch tracks to the rest of the network.[citation needed] Approximately 36 kilometres (22 mi) north along the Joondalup line is the Nowergup depot,[93] where maintenance on trains occurs, and where most Mandurah and Joondalup line trains are stored.[citation needed]

South from Elizabeth Quay station, the tracks bend westwards in a cut-and-cover tunnel, surfacing in parts for the next 400 metres (1,300 ft), before permanently surfacing. 200 metres (660 ft) after that, the railway passes under a bridge for the southbound carriageway of the Mitchell Freeway, whilst gradually turning south, and entering the freeway's median. Just south of there, the railway crosses the Swan River on the Narrows Bridge, where the Mitchell Freeway changes name to the Kwinana Freeway.[94]

From the Narrows Bridge, the railway travels along the median of the Kwinana Freeway, parallel to the shore of the Swan and Canning rivers. The only station along this section is Canning Bridge station, which is at the point where the Canning Highway crosses the freeway and the Canning River. At approximately 8 kilometres (5.0 mi) south of the Narrows Bridge, the railway and freeway cross the Canning River on the Mount Henry Bridge.[94]

Past the Mount Henry Bridge, the railway continues south in the median of the Kwinana Freeway. Stations along this section, from north to south, are Bull Creek station, where Leach Highway interchanges with the freeway; Murdoch station, where South Street interchanges with the freeway; Cockburn Central station, between the freeway's interchanges with Armadale Road and Beeliar Drive; and Aubin Grove station, where the freeway has an interchange with Russell Road and Gibbs Road. About halfway between Murdoch station and Cockburn Central station is the Glen Iris Tunnel, where the Thornlie line will enter the Kwinana Freeway median. 21 kilometres (13 mi) south of the Mount Henry Bridge, the railway dives down into a cut-and-cover tunnel, and exits the Kwinana Freeway.[94]

After exiting the freeway, the railway goes in a south-westerly direction, passing through the City of Kwinana. Stations along here are Kwinana station and Wellard station. When the railway reaches Rockingham station, Perth, it turns in a southerly direction, and travels parallel to Ennis Avenue for 10 kilometres (6.2 mi), passing through Warnbro station. For the remainder of the line, it travels south, through rural and suburban areas, towards Mandurah station. For 4 kilometres (2.5 mi) in Mandurah, the railway travels in the median of Mandjoogoordap Drive, entering and exiting the road through cut-and-cover tunnels.[94] At the line's Mandurah terminus, there is a small railcar depot, used for cleaning and storing trains overnight.[citation needed]

Stations[]

Concrete underground island platform with light entering from windows high up
Elizabeth Quay station
Railway station with two red brick side platforms and a wide concrete bridge, with stairs and lifts linking the platforms to the bridge
Canning Bridge station
Red brick island platform with metal shelter
Murdoch station
Grey paver side platforms with large concrete shelter
Warnbro station

The Mandurah line has 12 stations. All 10 stations outside the Perth CBD have been designed with a dedicated bus interchange.

Key
Icon Purpose
Under construction Under construction
Station Distance from Perth[93] Fare zone[1] Suburbs served Opened Connections
km mi
Perth Underground 0.0 0.0 1/FTZ Perth 15 October 2007 Bus transfers at Perth Busport
Train transfers to Australind, Armadale/Thornlie, Fremantle and Midland Lines
Services continue on the Joondalup line
Elizabeth Quay 0.6 0.4 1/FTZ Perth 15 October 2007 Bus transfers at Elizabeth Quay Bus Station
Canning Bridge 7.2 4.5 1 Como 23 December 2007 Bus transfers
Bull Creek 11.7 7.3 2 Bateman, Bull Creek 23 December 2007 Bus transfers
Murdoch 13.9 8.6 2 Leeming, Murdoch 23 December 2007 Bus transfers
Cockburn Central 20.5 12.7 3 Cockburn Central, Jandakot 23 December 2007 Bus transfers
Aubin Grove 23.8 14.8 3 Atwell, Success 23 April 2017 Bus transfers
Kwinana 32.9 20.4 4 Bertram, Parmelia 23 December 2007 Bus transfers
Wellard 37.1 23.1 4 Wellard 23 December 2007 Bus transfers
Rockingham 43.2 26.8 5 Cooloongup, Rockingham 23 December 2007 Bus transfers
Warnbro 47.5 29.5 5 Warnbro 23 December 2007 Bus transfers
LakelandsUnder construction 64.5 40.1 7 Lakelands 2023 Bus transfers
Mandurah 70.8 44.0 7 Mandurah 23 December 2007 Bus transfers

Service[]

The Mandurah line has two stopping patterns in addition to all stops services. The W stopping pattern stops at all stations between Perth and Cockburn Central. The K stopping pattern stops at all stations between Perth and Rockingham. During the weekday peak, all stops services run at 6 trains per hour, and W pattern services run at 6 trains per hour. During the day outside peak on weekdays and weekends, all stops services run at 4 trains per hour, and W pattern services do not run. There is only one K pattern service per day, in the early morning at the start of peak.[1]

By 2031, it is planned for the K pattern to run at 6 trains per hour during peak,[95]: 10  for a total frequency of 18 trains per hour between Perth and Cockburn Central. This frequency is predicted to increase to 24 trains per hour by 2046.[91]: 79 

Rolling stock[]

Electric passenger train on railway tracks
Transperth B-series train near Warnbro station

The Mandurah line is operated exclusively by Transperth B-series trains,[91]: 79  which are three cars long each and are typically coupled together to form six-car sets. These trains have a maximum speed of 130 kilometres per hour (81 mph) and have two doors on each side per car.[96] Previously, there were Transperth A-series trains operating on the line. These trains are two cars long, typically coupled together to form four-car sets, have a maximum speed of 110 kilometres per hour (68 mph), and have two doors on each side per car.[97]: 21  A-series trains typically operated along the Perth to Cockburn Central section.[97]: 41  As more B-series trains were delivered, A-series trains were moved from the Joondalup and Mandurah lines to the other lines on the network.[98] Starting in 2022, Transperth C-series trains will be operating on the Mandurah line. These trains will be six cars long, have a maximum speed of 130 kilometres per hour (81 mph), and have three doors on each side per car. The higher number of doors will help reduce dwell times at stations, making 18 trains per hour possible. B-series trains will be gradually transferred onto the other lines to replace A-series trains.[95][99] By about 2031, all trains on the Mandurah line will be C-series trains.[91]: 79 

In May 2002, the government signed a contract with EDI Rail–Bombardier Transportation for the delivery and maintenance of 31 three car B-series trains, and the construction of the Nowergup depot.[96] These trains were all delivered before the opening of the Mandurah line.[citation needed] In December 2006, the government signed another contract for 15 more three car B-series trains.[100][101] The first of these additional railcars were delivered in 2009, allowing several A-series trains to be moved from the Joondalup and Mandurah lines to other lines on the network, and for frequencies to increase on most lines, including the Mandurah line.[98] In July 2011,[102] the government ordered 15 more three car B-series trains.[103][104] In August 2012, this order was increased by two, to cater for the opening of Aubin Grove station. In November 2012, this order was increased by five, bringing the total order to 22 three car trains.[102][105] By the final delivery from that order, all trains operating on the Mandurah and Joondalup lines were B-series trains.[105] In December 2019, the government signed a contract with Alstom for the construction of 41 six car C-series trains. These trains are expected to be delivered starting in 2022.[106]

Most trains on the Mandurah line are stored and cleaned at Nowergup depot. There is also Mandurah depot, which can store and clean a smaller number of trains. Maintenance occurs at Nowergup depot. As a result of increasing train frequency, a new depot may be required in the future along the Mandurah line.[91]: 96 

Patronage[]

Prior to the Mandurah line opening, the Kwinana Freeway bus system carried 16,000 passengers per day. Within the first few weeks of operation, the Mandurah line reached the predicted patronage of 50,000 passengers per day.[107] Some stations had a significantly higher patronage than what was expected leading to car parks being full and peak hour services almost at capacity. In the PTA's 2007-08 annual report, CEO Reece Waldock described the line as "a victim of its own success".[108]: 6  The Mandurah line opening had an impact on patronage for the entire Transperth system as well: in the 2007-08 financial year, ending in June 2008, there was 108.8 million Transperth boardings, 7.8% higher than in 2006-07.[108]: 7  In the 2008-09 financial year, the first full financial year of Mandurah line operation, there was 128.8 million.[109]: 5  In the first six months of 2008, 28% of fare-paying train boardings were on the Mandurah line, making it the busiest line. Waldock attributed the higher than expected patronage to three reasons: the resources boom in Western Australia at time, which caused high interstate migration to Western Australia; increases in the price of fuel; and concerns relating to climate change.[108]: 7 

In the 2018-19 financial year, the year before the COVID-19 pandemic, the line had 20.9 million boardings. In the 2020-21 financial year, the line had 14.9 million boardings.[110]

Mandurah line annual patronage
Year Patronage ±%
2010–11 18,519,864 —
2011–12 20,293,223 +9.58%
2012–13 21,150,408 +4.22%
2013–14 20,663,690 −2.30%
2014–15 20,699,900 +0.18%
2015–16 20,595,401 −0.50%
2016–17 20,343,828 −1.22%
2017–18 20,545,716 +0.99%
2018–19 20,900,819 +1.73%
2019–20 16,882,261 −19.23%
2020–21 14,856,023 −12.00%

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External links[]

Media related to Mandurah railway line at Wikimedia Commons

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