Thornlie-Cockburn Link - PROJECT DEFINITION PLAN JUNE 2018 - Parliament of Western Australia
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Thornlie-Cockburn Link PROJECT DEFINITION PLAN JUNE 2018
Contents Foreword
FOREWORD 1 METRONET First proposed in 2000, the Thornlie-Cockburn Link is Perth’s first east-west
PROJECT SNAPSHOT 2 partner agencies rail connection and will help link six important strategic centres – the CBD,
Burswood Peninsula, Canning City Centre, Canning Vale Strategic Industrial
EXECUTIVE SUMMARY 4 Centre, Jandakot Aviation Hub and Cockburn Central Secondary Centre.
The Strategic Need 4 We need to support growing employment centres, and better connect and
The Project 4 move people. We also need to help create new opportunities for integrated
Project Objectives 6 and liveable communities to meet our infill targets.
Delivery Strategies 6
That is why we have established METRONET – a new approach which
Timing 6
brings transport and land use planning together to work as a team as we
1 METRONET OVERVIEW 8 Department of design and deliver development intensifying rail infrastructure.
Transport
2 PROJECT OVERVIEW 10 The Thornlie-Cockburn Link is a catalyst for redevelopment in Canning Vale
2.1 Planning Context 10 with two new stations at Nicholson Road and Ranford Road and will serve
2.2 Transport Context 10 the growing areas between the Armadale and Mandurah lines.
2.3 The Project 12 Not only will provide a high-level of service for passengers on day one
2.4 Land Use Integration 13 Public Transport of operations, it will also help to take pressure off existing stations like
Authority
3 STRATEGIC JUSTIFICATION 16 Thornlie, Cockburn Central and Murdoch.
3.1 Supporting Economic Growth 16 This Project Definition Plan is an important step in defining the project
3.2 Supporting Metropolitan Growth 19 scope, which will be delivered in the coming years, creating around 1,600
3.3 Supporting Regional Growth 19 jobs as the railway is built.
3.4 Addressing Transport Service Gaps 20
4 ROUTE CORRIDOR 22 Hon Rita Saffioti MLA
Minister for Transport; Planning and Lands
4.2 Environmental Considerations 22
4.3 Heritage Considerations 23
5 TRANSPORT OPERATIONS AND INFRASTRUCTURE 24
5.1 Rail Operating Strategy 24
5.2 Bus Operating Strategy 24
5.3 Infrastructure Requirements 26
6 STATIONS AND PRECINCTS 30
6.1 Nicholson Road Station and Precinct 32
6.2 Ranford Road Station 36
6.3 Thornlie Station 40
6.4 Cockburn Central Station Modifications 40
6.5 Precinct Delivery Strategy 40
7 PROJECT COST, SCHEDULE AND DELIVERY 42
7.1 Transport Infrastructure Cost Estimate 42
7.2 Sources of Funds 42
7.3 Procurement Strategy 42
8 IMPLEMENTATION FRAMEWORKS 44
8.1 Project Governance Structure 44
8.2 Approvals 45
8.5 Issues Management 48
8.6 Digital Engineering 48
8.7 Communications and Engagement 48
1
Project snapshot
Modifying Ranford
11 3 2
Thornlie Canning Road and
14.5
Station into a Karel Ave
New
Access to River Rail
Stadium through Pedestrian
crossing Bridge Bridge
km Station station duplication modifications
km km new ‘dock-style’
at Elliot and
passenger rail stations platform at
Cameron
relocation of duplication Cockburn
connecting streets
freight rail of passenger at Nicholson
Thornlie and Central
lines rail between and Ranford
Cockburn
Beckenham roads
Central
and Thornlie
stations
stations
Nicholson Road Station* Ranford Road Station*
2,350 daily boardings (2031) 1,985 daily boardings (2031)
26-minute journey to Perth 29-minute journey to Perth
1,000 parking bays 400 parking bays
7 bus stands 12 bus stands
10 u-rail and 2 bike shelters 10 u-rail and 2 bike shelters
Passenger toilets Passenger toilets
Lifts and stairs Lifts and stairs
*Final details of station features
Universal access Universal access
are subject to a detailed design
process and may change.
2 3
Executive Summary
The Strategic Need population of close to 73,000, based on 2016 figures.
The population in these areas has grown by 30 per
Perth’s population is expected to grow from 2.02 cent since 2011, accounting for around 15 per cent of
million in 2017 to 3.5 million by 2050 (Perth and Peel the total growth of the wider sub-region in the past
@3.5 million). five years.
The Thornlie-Cockburn Link project straddles the
boundaries of the Central and South Metropolitan- The Project
Peel sub-regions of the greater metropolitan area.
The transport infrastructure investment includes:
Planning frameworks for both sub-regions have now
been finalised and seek to: • constructing a new 14.5 kilometre passenger
railway from Thornlie to Cockburn Central
• achieve more consolidated urban form and
stations;
development within the sub-regions;
• duplicating three kilometres of track between
• meet long-term housing requirements;
Beckenham and Thornlie stations;
• strengthen key employment centres, including
• relocating 11 kilometres of freight lines;
activity centres and industrial centres to meet
• developing a new station at Nicholson Road
the future needs of industry, commerce and the
complete with station infrastructure, including
community; and
parking, bus interchanges, passenger amenities,
• provide transport linkages that connect people
cycling facilities and standard station systems
with key centres of activity and employment.
to cater for around 2,350 daily boardings (2031)
The South Metropolitan Peel sub-region covers and offering an approximately 26 minute journey
an area of almost 5,000 square kilometres and to Perth;
comprises the cities of Armadale, Cockburn, Gosnells, • developing a new station at Ranford Road
Kwinana, Mandurah and Rockingham, as well as the complete with station infrastructure, including
shires of Murray, Serpentine–Jarrahdale and Waroona. parking, bus interchanges, passenger amenities,
The sub-region is expected to experience strong cycling facilities and standard station systems to
population growth from approximately 520,000 cater for around 1,985 daily boardings (2031) and
people today to over 1.2 million people by 2050. The offering an approximately 29 minute journey to
forecast growth is influenced by, among other things, Perth;
the provision of relatively affordable housing as well • modifying Thornlie Station into a ‘through’
as employment and lifestyle opportunities. station and building a new platform at Cockburn
Central Station;
The project will help to ensure the growing
• duplicating the Canning River Rail Bridge and
population has equitable access to jobs, services and
modifications to Ranford Road Bridge; and
amenity, in both the Southern Metropolitan Peel and
• constructing a footbridge at Elliot Place to
Central sub-regions, by connecting the Mandurah
replace the pedestrian level crossing.
and Armadale passenger rail lines. Delivering
Perth’s first cross-corridor passenger rail will allow The new station precincts will be planned for longer
people living in the southern metropolitan region to term transit-oriented development, providing the
access employment, health and education facilities catalyst for land use enhancement in adjacent areas
in Cockburn Central, Murdoch and Canning City to promote liveability, connectivity, increased housing
Centre; strategic commercial and industrial jobs in diversity, improved community amenity and local
Jandakot and Canning Vale; and major sporting and employment opportunities.
entertainment events at Optus Stadium and Crown
The station and supporting facility designs,
Resort in Burswood – without needing to transfer
particularly at Nicholson Road, allows for future
through the Perth CBD.
pedestrian connections and parking modifications to
By introducing new stations at Ranford Road and help integrate with the future land use.
Nicholson Road, the project will also address growing
public transport ‘service gap’ areas in the sub-
region. These service gap areas cover approximately
81 square kilometres and contain a combined
4 5
Project Objectives Delivery Strategies The project will support
The Thornlie-Cockburn Link aims to: Transport Infrastructure longer term redevelopment
• provide an improved transport alternative The rail infrastructure outlined in this document in the area to more
to private vehicle transport in the South
Metropolitan Peel sub-region to increase
will be delivered by the Public Transport
Authority (PTA). The PTA conducted a intensive employment
connectivity of the network; detailed procurement option analysis, which and urban development
• address public transport service gaps that
exist between the existing rail corridors in
recommends the following models to deliver the
necessary work and best value for money:
around Canning Vale.
the South Metropolitan Peel sub-region; and
• bundling the main project works for the
• alleviate current and future capacity
Thornlie-Cockburn Link and Yanchep Rail
pressures on the existing rail network and
Extension, into a single Competitive Alliance
surrounding road network in the South
contract;
Metropolitan Peel sub-region.
• using individual Design and Construct
The Thornlie-Cockburn Link is the first initiative contracts to procure appropriate enabling
in the potential establishment of a longer term and forward works on each site; and
orbital rail service for Perth, which would help • procuring professional services using
to improve connectivity to major centres of standard PTA procurement processes with
activity, employment and community services. the option to include additional projects
based on performance.
While in the short to medium term the station
precincts will play an important role as transit Station precincts
hubs, the project will support longer term The METRONET Office will continue to work
redevelopment in the area to more intensive with state agencies, local governments and the
employment and urban development around private sector to develop planning frameworks
Canning Vale. around Ranford Road and Nicholson Road
The METRONET Office has completed stations, which enable the precincts to transition
conceptual Thornlie-Cockburn Link Station to mixed-use centres over time.
Precinct planning as part of this PDP to ensure The State Government will consider applying
the placement and design of the new transport state planning schemes or mechanisms to
infrastructure maximises the surrounding station precincts to facilitate METRONET
area’s potential. These placement and design outcomes. This would be in the form of an
considerations include: improvement scheme administered by the
• locating new stations to provide the best Western Australian Planning Commission
available transport links, via Ranford and (WAPC) or a redevelopment scheme managed
Nicholson roads, to the identified service by the State’s land development agency
gap areas south and south-east of the new (LandCorp/MRA).
line;
• providing at-grade and grade-separated Timing
crossings to connect the stations and wider
precincts, allowing safe pedestrian and cycle Procurement for the Thornlie-Cockburn Link
movement. This is particularly important is expected to take up to 12 months, with
given the major movement network construction beginning in 2019. During the
corridors around both station precincts have procurement and detailed design stage, the
the potential to create significant barriers to contractor will be requested to optimise their
non-car movement; construction methods and strive to achieve the
• locating bus transfer stations to have Government’s target completion date in 2021.
the least impact on pedestrian and cycle
movement, and designing the bus transfer
stations to complement future development;
and
• enhancing public transport connectivity
to adjoining employment areas in Canning
Vale through a higher frequency bus service
between the stations.
6 7
1 METRONET Overview
METRONET is the Government’s vision to The Forrestfield-Airport Link project is well
integrate transport and land use planning in into construction and on track for scheduled
Western Australia and provide a framework completion in 2020. The Yanchep Rail Extension
to support sustainable growth of greater and Thornlie-Cockburn Link projects are at PDP
metropolitan Perth over the next 50 to 100 stage and the remaining projects are in concept
years. development phase.
More than just a rail infrastructure program, This PDP has been prepared by the METRONET
METRONET planning goes beyond the station Office to document the further evaluation and
forecourts to shape and support development refinement of the preferred option and inform
of communities within the surrounding walkable an investment decision.
catchments.
The Thornlie-Cockburn Link (TCL) is one of
Figure 1: Proposed METRONET projects
a series of METRONET projects that will add
significant capacity to Perth’s public transport
network. Combined, METRONET Stage 1 is Yanchep
Ellenbrook
proposed to deliver approximately 72 kilometres
of new passenger rail and up to 18 new stations, Bellevue
which represents the single largest investment
in public transport in Perth’s history (Figure 1).
The following Stage One METRONET projects Airport
will create the opportunity to transform Perth
Forrestfield
through an expanded rail network that will
see urban intensification in more than 5,000
hectares of land within METRONET station
precincts, supporting delivery of the State’s
metropolitan growth strategy Perth and
Peel@3.5million:
Thornlie-Cockburn
• Forrestfield–Airport Link; Link
• Yanchep Rail Extension; Byford
• Thornlie-Cockburn Link; Karnup
• Morley–Ellenbrook Line;
• Byford Rail Extension;
• Karnup Station;
• Midland Station relocation and
Bellevue extension;
• Level crossing removal on the
Armadale and Midland lines;
• Automatic Train Control; and
• Railcar procurement.
8 9
BECKENHAM
2 Project Overview Figure 2: Recommended TCL alignment
BECKENHAM
y JUNCTION
w
2.1 Planning Context
d
Connecting the Thornlie Line to the Mandurah hH
son R
BRENTWOOD ac High Rd
Line at Cockburn Central station will see Perth’s Le
Planning for the TCL is aligned with the following:
ol
first east-west passenger rail connection.
Nich
This important connection not only helps • Central and South Metropolitan-Peel Sub- PARKWOOD
develop an efficient and sustainable metropolitan Regional Planning Frameworks (2018) THORNLIE
STATION
transport system, it will significantly influence the establish planning guidance for the TCL w
y
BULL CREEK H
way people in Perth’s South Metropolitan-Peel region to 2050. Both frameworks reinforce e
Ro CANNING NICHOLSON RD
the importance of the TCL to the sustained South St STATION
Sub Region live and move around the city. RANFORD RD VALE
growth of both the central and southern STATION
e
The project will address three problems
v
MURDOCH
metropolitan areas.
Karel A
Rd
Ga
n
impacting public transport in the South to
rd
• The South Metropolitan Peel Sub-Regional ar
en
Ra t THORNLIE
W
S
nfo
Metropolitan-Peel Sub Region: Planning Framework: rd
Kwinana Fwy
Rd
• PROBLEM 1: Connectivity of the existing −− identifies the TCL alignment as a ‘Stage
transport system is insufficient to cope with 1 METRONET proposal’ with stations at
Nicholson Road and Ranford Road;
Jo
population growth and support employment
hn
st
−− identifies Jandakot Airport as a JANDAKOT
Nich
on
nodes in the region. AIRPORT SOUTHERN
R
Specialised Centre supporting
d
RIVER
o l son Rd
• PROBLEM 2: The radial design of the current
passenger rail network creates service gaps employment growth in the region; and
and reduces system resilience which limits −− shows potential urban expansion and Jandak
development at Huntingdale and Piara
ot
passenger mobility in the region. d
R
• PROBLEM 3: Economic and population Waters, which will add further pressure on COCKBURN
CENTRAL
growth pressures in the South Metropolitan– transport service gap areas. STATION
Peel Sub-region are leading to increased Arm
• The Central Sub-Regional Planning ad
a le R
congestion and crowding across the transport Framework: d
system, adversely impacting the productivity −− identifies South Street–Ranford Road as
of the system. HARRISDALE
an urban corridor which could potentially
support increased housing density and
The Thornlie-Cockburn Link (Figure 2) starts at diversity of land uses; City Shaping Benefits City Serving Benefits
Beckenham Station with the duplication of three −− identifies Murdoch as a major Specialised
• The Thornlie-Cockburn Link is • Reduces congestion and crowding on the
kilometres of passenger rail to Thornlie Station. Activity Centre and employment centre
the first initiative in the potential existing transport network and the associated
From there, the line will continue along the for the southern corridor;
establishment of a longer term impacts this has on productivity.
southern half of the existing freight rail corridor, −− identifies the Strategic Metropolitan
orbital rail service for Perth, • Increases the robustness of Perth’s movement
with 11 kilometres of freight track relocated to Centre at Cannington and the Secondary
which would help to improve network to help cope with expected
the northern half of the corridor. Stations at Activity Centre at Cockburn Central, which
connectivity to major centres population growth in Perth’s South-East.
Nicholson Road and Ranford Road will cater will benefit from enhanced access for
of activity, employment and • Creates the foundation for addressing service
for commuters living in the identified service regional employment and services through
community services. gaps through a potential longer term orbital
gap areas, while strengthening rapid transport the TCL project.
• Is a catalyst for redevelopment rail link, which will build further system
access to strategic metropolitan centres such as to more intensive employment resilience and improve passenger mobility in
Cannington and Cockburn Central. 2.2 Transport Context and urban development around the ‘middle ring’ suburbs.
Canning Vale. • Frees capacity at Thornlie Station, which is
The 14.5 kilometre passenger line will then travel The Thornlie-Cockburn Link was first proposed
• Supports the development of currently one of the busiest stations on the
through the existing Glen Iris tunnel and continue in the South West Metropolitan Railway Master
Stage 2 of the Murdoch Health Armadale Line, carrying 9.3% of all average
to a new dock-style platform at Cockburn Central. Plan (April 2000). In July 2001, the then State
and Knowledge Precinct. weekday boardings.
Government announced a major change in the
The project will support growth and accessibility
route to follow the alignment of the Kwinana
across the southern suburbs by providing direct
Freeway. However, at this time a spur line from
access to employment, education and recreation
Beckenham Station to Thornlie was constructed
opportunities. It will also create new opportunities
and future-proofing included to eventually extend
for integrated, liveable communities and improve
this spur line to connect to the Mandurah Line.
access to employment in the areas surrounding
the stations at Nicholson Road and Ranford Road.
10 11
• Maintenance and support facilities – additional In the medium-to-longer term, the stations will be
railcar maintenance and stabling facilities are not a catalyst for change in their immediate vicinity,
required. Additional buses can be stowed at the encouraging the transformation of underutilised
existing Canning Vale Depot. urban and industrial land into new transit-oriented
• Principal Shared Paths (PSP) – new local precincts featuring:
connections into the existing PSP network
In the medium-to-longer term, to provide suitable access to the stations at
• a diversity of housing, including medium-to-high
density around the stations;
the stations will be a catalyst Nicholson and Ranford roads.
• high-amenity public spaces leading into and
for change in their immediate 2.3.3 Non-Asset Investment around the stations;
• greater diversity of land use at key locations to
vicinity,encouraging the Outside of this project scope is non-asset investment
provide increased amenity and local economic
transformation of underutilised
in travel demand management (TDM) initiatives,
activity, including office, retail, cafes and
which are designed to optimise patronage of the new
urban and industrial land into rail service and overcome barriers to uptake, such as
•
entertainment;
the transformation of existing industrial areas
new transit-oriented precincts. the low cost of parking, low congestion levels and
lower urban density in the TCL catchment area.
close to the stations into contemporary, smart,
high-amenity and intensive employment zones;
and
2.4 Land Use Integration • the opportunity for local, high-frequency
Following an integrated transport and land use public transport linking Nicholson Road and
planning (ITLUP) approach, the METRONET Office Ranford Road stations through the Canning Vale
2.3 The Project 2.3.2 Asset Investment
has undertaken a preliminary evaluation of all employment area.
Key infrastructure components include: proposed station precincts to identify opportunities
2.3.1 Operations
• Stations – for integrated land use development. The evaluation
On day one of services, the Thornlie-Cockburn
−− Nicholson Road – a new railway station included:
Link is expected to have approximately 12,225 daily
and bus interchange with bus passenger • baseline analysis of existing precinct character
boardings growing to about 17,425 in 2031. To meet
transfer, drop-off area, walk on/cycle transfers, and latent development potential;
peak demand Armadale/Thornlie line services will
approximately 1,000 car parking bays and • identification of future precinct typologies and
operate at 12 trains per hour (TPH) – using four-car A
active mode facilities. land use characteristics;
series trains; eight on the Armadale Line and four on
−− Ranford Road – a new railway station and • assessment of market profile and demand for
the Thornlie Line when services commence.
bus interchange with bus passenger transfer, future land uses; and
With the Government’s commitment to replace the drop-off area, walk on/cycle transfers, • prioritisation of station precincts for planning/
A-Series with higher-capacity six-car railcars, the approximately 400 parking bays and active development intervention.
same operating patterns could be maintained until mode facilities.
2031 subject to other future investment, including −− Thornlie Station – upgrade and modification In the short term the Thornlie-Cockburn Link’s new
platform lengthening. of the existing station to allow it to function as station precincts at Nicholson Road and Ranford
a ‘through’ station to Cockburn Central. Road will principally support access to the new
Though Thornlie, Nicholson Road, Ranford Road and
−− Cockburn Central Station – extension of the rail service, including parking and bus transfer
Cockburn Central stations will have six-car platforms,
existing island platform to service a third facilities, and improved cycle and pedestrian links to
extending platforms at existing stations along the
‘dead end’ line to be added between the surrounding residential and employment areas.
Armadale Line is outside this project scope, and not
existing Mandurah Lines.
required to support initial demand on the Thornlie-
Cockburn Link, similar to other works that may be • Railway infrastructure – relocating 11 kilometres
necessary to meet longer term demand on this line. of freight railway within the rail corridor, 14.5
kilometres of new dual-passenger rail track, plus
New and amended bus services will support and
a three kilometre duplication of the existing
complement the rail operations, with 12 new buses
Thornlie Spur. The track structure and gauge
to be purchased outside of this project scope to
will be consistent with the existing Thornlie and
cater for the expanded network. Some bus services
Mandurah lines.
will be redirected from Thornlie Station to the new
• Bridge crossings – duplicating the Canning
Nicholson Road Station and a new route introduced
River Rail Bridge on the south-east side of the
linking Nicholson Road Station with Maddington
existing bridge, a footbridge to replace the
Station. Given its location along an existing high-
existing pedestrian level crossing between
frequency bus corridor, all passing services will be
Cameron Street and Elliot Place, modifying the
diverted into Ranford Road Station, with a number
southbound Ranford Road traffic bridge to
of services extended to and some lower demand
accommodate the four-track arrangement for
services truncated and terminated at the station.
TCL, and an additional span for Karel Avenue
Bridge to accommodate clearances for two extra
passenger lines.
12 13
Figure 3: METRONET ITLUP approach
Station A detailed analysis of each precinct using Western Australia’s Integrated Land Information
precinct Database (ILID) and site verification identified latent land use potential that can be realised
through transport infrastructure investment. This analysis will inform the integrated land use
analysis plans for each precinct.
Precincts To facilitate the proper application of existing policy and address gaps to deliver optimal
policy outcomes, the METRONET Office developed a policy framework to inform planning, design
and assessment approaches to integrate transit within precincts. The policy operates on three
levels:
• Station precinct typologies: a system-wide approach to identifying the long-term role,
function and form of stations and precincts. The Station Precinct Typology Framework
provides an overview of the expected long-term outcome for each station precinct,
covering development intensity, optimal land use mix, urban design considerations,
infrastructure investment and operational requirements.
• Precinct design: addresses the wider approach to integration of transit within new
or existing centres, it details land use, built form, movement network and landscape
considerations in advance of the Design WA Precinct Policy being finalised.
• Station design: addresses the design of the transit infrastructure and immediate
environment within the wider precinct context.
Station In collaboration with local governments, state government planning and land development
precinct agencies and private landowners, existing structure plans are being reviewed and new
plans developed for METRONET precincts. These plans are being prepared to align with
planning METRONET projects.
Economic To best consider the scale of land development for METRONET projects, SGS Economics &
and market Planning was commissioned to assess the greater Perth land development market to:
assessment • model anticipated absorption rates across land use sectors;
• identify station precincts that should be targeted for early intervention;
• confirm which of the new precincts should be made ‘planning ready’ for market
responsive development over time; and
• identify likely development staging timeframes.
Infrastructure The METRONET Office will be working with the WAPC’s Infrastructure Coordinating
coordination Committee and the new Infrastructure WA to ensure cross-government coordination and
the timely delivery of services to support the staged delivery of METRONET transport
infrastructure and station precincts. The State Government’s netVIEW platform is being used
to coordinate short, medium and long-term infrastructure requirements.
Planning and Along with transport infrastructure investment, planning and development certainty is
development essential to stimulate investment in METRONET station precincts and clarify future land use
expectations. To optimise the benefit and return from the METRONET investment in public
certainty transport infrastructure, the METRONET Taskforce has confirmed that State intervention may
be required to achieve planning and development certainty. The State Government has two
legislative models available depending on the level of intervention required:
• Redevelopment Areas and Schemes under the Metropolitan Redevelopment Authority
Act 2011; and
• Improvement Plans and Schemes under the Planning and Development Act 2005.
The METRONET Office is reviewing each station precinct to recommend the preferred
planning and development model.
Early To deliver early development activity, amenity around new stations and improve passenger
activation comfort and experience, METRONET is developing strategies to provide a focus for local
community development and potentially catalyzing early private sector investment. The
METRONET Office is working with landowners to determine the necessary infrastructure and
development pre-conditions that will support the start of station operations.
14 15
3 Strategic Justification Perth is strategically located
as a key international gateway
between Australia, Asia
and the Indian Ocean rim.
The Thornlie-Cockburn Link supports Western 3.1 Supporting Economic Growth
Australia on an economic, metropolitan and
regional level, providing: Perth is strategically located as a key international
gateway between Australia, Asia and the Indian
• Public transport benefits Ocean rim. Sharing the same time zone with major
−− Public transport travel time savings – from international cities including Shanghai, Singapore
a reduction in the time spent on public and Hong Kong provides Perth with a distinct
transport journeys. advantage over Australia’s other capital cities,
−− Increase in public transport fare revenue – making it an attractive option for foreign investors.
from new public transport users.
−− Crowding – the project reduces crowding on Perth contributed approximately $150 billion to the
bus services and on the northern section of national economy in 2015/16, corresponding to an
the Mandurah Line. average GDP per capita of approximately $72,000,
−− Improved amenity – public transport roughly four per cent above the Australian
users will make use of new train stations average. Between 1991 and 2016, Western Australia
and travel on new railcars, which has an increased its Gross State Product, outperforming
improved amenity over travelling on a bus Australia as a whole in 20 out of these 26 years2.
service accessed via a road side bus stop. During the mining investment boom from 2002
−− Benefit of travel demand management – to 2012, the economy grew significantly through
encouraging more people to use public investment activity flowing from outside the State
transport over and above the level that and has seen a corresponding peak in population
would use the new stations. growth and demand for housing (Figure 4). At
• Road user benefits the same time there was significant investment in
−− Road user travel time savings – from a promoting the City’s profile for retaining a globally
reduction in the amount of road travel due qualified workforce, highlighted by significant
to the switch towards public transport investment in the city centre.
travel. The Thornlie-Cockburn Link core benefit cost ratio
−− Reduction in unperceived road vehicle is 1.2, increasing to 1.7 including WEBs.
operating costs – the reduction in car travel
also has resource cost savings, some of
which are unperceived.
−− Road crash cost savings – a reduction in the 2
‘Perth as a Resilient Economy’, Committee for Perth and
level of car travel, reduces road crashes. the University of Western Australia, November 2017
• Second round transport benefits – Over the
longer term, by 2031, the project is believed to
result in population redistribution towards the
new stations, as people choose to live in closer Figure 4: Perth’s Population and forecasted population, 1988-2026
proximity to transport nodes that reduce their
travel time. This adds to the public transport 3500000
3250000 Mining Production Forecast
and road user benefits. Phase (2013-2016) (2017-2036)
3000000
2750000 CAGR: 0.9% CAGR: 1.8%
• Wider economic benefits 2500000 Mining Investment
−− Agglomeration benefits – from productivity 2250000 Phase (2002-2012)
Pre Mining Investment
benefits of firms being closer to markets 2000000
Phase (1991-2001) CAGR: 2.6%
−− Imperfect competition – productivity gains 1750000
1500000 CAGR: 1.5%
from greater competition, induced through 1250000
improvement in accessibility. 1000000
750000
500000
250000
0
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
2000
1999
2001
2002
2003
2004
2005
2006
2023*
2024*
2025*
2026*
2027*
2028*
2029*
2030*
2031*
2032*
2033*
2034*
2035*
2036*
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017*
2018*
2019*
2020*
2021*
2022*
Source: Historical data (1988-2016) Australian Bureau of Statistics (2017) Cat No 3218.0 – Regional Population Growth, Australia, 2016, accessed
16 1/12/2017; Forecasts*: Based on the assumption that Perth will reach 3.5 million people by 2050 as outlined in Perth and Peel@3.5million 17Figure 5: METRONET alignment with metropolitan growth strategies To remain one of Australia’s leading capital cities 3.3 Supporting Regional Growth
and a key international gateway, Perth must continue
to invest in essential infrastructure that supports The Thornlie-Cockburn Link area includes a mix
VISION of established suburbs, such as Canning Vale and
continued economic productivity and attracts
international investment. Thornlie, and developing suburbs such as Southern
Perth and Perth and
River, Harrisdale and Piara Waters.
Peel@3.5million Peel@3.5million
- Transport METRONET, as a program of projects, 3.2 Supporting Metropolitan Growth These areas are experiencing significant population
Strategy will create the opportunity to transform growth due to the availability of urban zoned
The State Government’s growth strategy, Perth and
Perth through an expanded urban land and continuing demand for affordable land,
Peel @3.5 million, estimates the greater metropolitan
particularly from young families. This growth is
When Perth reaches a A vibrant, connected rail network to support connected population will increase from 2.02 million in 2017 to
population of 3.5 million and productive Perth expected to continue (Table 1) as large undeveloped
people, it will continue to be will need a transport communities and opportunities for 3.5 million by 2050. To accommodate this projected
areas have approved structure plans in place, which
an innovative 21st century city network.
business and jobs to grow. population growth, and to protect lifestyle values
delivering distinctive Western will guide and coordinate further urban development
into the future, the strategy is focussed on creating
Australian lifestyle choices and over the coming years
global opportunities. a connected city that is liveable, prosperous and
collaborative, linking metropolitan centres with Table 1: Projected population growth in the
OBJECTIVES priority transport. Thornlie-Cockburn Line area
The companion strategy, Perth and Peel @3.5million Description 2016 2021 2031
Prosperous: A city that Maintains a safe,
METRONET AS A PROGRAM OF PROJECTS
METRONET Program Benefits - Transport Strategy, seeks to create an integrated Population Population Population
capitalises on technology and productive freeway
innovation to deliver a strong, and arterial road Objectives transport network that:
competitive economy; efficient network for the Ranford Road
infrastructure; and an engaged efficient distribution • focuses on connecting centres and encourages and Nicholson
community and will become of people and 61,632 65,073 65,951
Economic growth • Maximise economic development transit-oriented development that provides for all Road stations
a destination of choice for freight.
skilled migrants and business and employment growth around modes of transport; core areas
Support economic
investment from around the stations • prioritises active and public transport to meet
growth with better
globe. connected businesses
• Improve accessibility to employment
the significant increase in travel demand that Wider TCL
by public transport 139,703 180,011 219,885
and greater access population growth will generate; and catchment
• Improve productivity
to jobs.
• maximises opportunities for integrated land use Total 201,335 245,084 285,836
Liveable: A city with an Delivers high Strong connected • Support vibrant communities by development to occur.
Source: PwC analysis; Department of Planning MLUFS output, April 2017.
enviable quality of life frequency, ‘turn up communities optimising public and active transport
characterised by a community and go’ mass rapid options, connecting the natural
Facilitate the
which is diverse and inclusive; transit connected environment and places of interest The METRONET program aligns with the strategic
engaged and creative; safe with effective public development of and minimising community severance
great places to objectives of Perth and Peel @3.5million and its
and healthy. transport feeder • Plan for improved housing diversity,
services. live and work with affordable living and engaged supporting transport strategy (Figure 5). Each
Connected: A well serviced, improved transport creative communities METRONET project supports shaping of Perth into a
accessible and connected city Provides a safe, accessibility, • Require enhanced amenity and
with strong regional, national connected active housing affordability more compact urban form, while serving the existing
comfort in station precincts that
and international links. People transport network and diversity; and supports Perth’s enviable quality structure of the city in a more sustainable and
will be able to move freely of primarily off-road enhanced levels of of life responsible way.
around the city via a choice of cycleways and comfort and amenity. • Delivers high frequency mass rapid
efficient transport modes. walkways. transit connected with effective
feeder services
Sustainable: Perth will Optimises use of the Sustainable • Reduce environmental footprint
responsibly manage its existing network. development through the efficient use of land
ecological footprint and and the promotion of sustainable
live within its environmental Planning for Perth’s transport modes
constraints, while improving future growth by • Minimise the use of public funds
our connection with and
enjoyment of the natural
making the best use
of our resources and
required for the capital and operating
costs while maximising revenue
These areas are
environment. funding.
•
sources such as value capture
Identify opportunities for early
experiencing significant
intervention to catalyse development population growth due to
Collaborative: Government, Integrates with land The METRONET From day one of planning, this team the availability of urban
business and the community use and across the office brings together interweaves these skills and knowledge
zoned land and continuing
INITIATIVE
will collaborate to progress the public transport, people from across to plan and design stage one projects,
aims and objectives of the city
as a whole.
active transport and
road networks.
Government to
represent transport,
ready for investment. Once in
construction and delivery, the team will
demand for affordable
rail, land use,
development, housing
be the champion of each project’s vision
and objectives and monitor the project’s
land, particularly from
and economic
development planning.
implementation. young families.
18 19Figure 6: Location of the service gap areas
LEGEND
Appleccross
CANNING BRIDGE Cannington SERVICE GAP AREA
STATION
CANNINGTON EXISTING RAIL
STATION
THORNLIE - COCKBURN LINK
Kenwick EXISTING STATIONS
PROPOSED STATIONS
BULL CREEK y MADDINGTON
d
STATION Hw High Rd
lson R
ac
h STATION N
Booragoon Le
Nicho
THORNLIE
STATION Maddington
c h Dr
Parkwood
Bull Creek
Murdo
MURDOCH Roe Hwy
Willetton
Sp
GOSNELLS
en
STATION
ce
STATION
rR
NICHOLSON RD
Rd
d
er Canning Vale STATION
nist
South St n
Murdoch Ba
Kwinana Fwy
y
Hu
Hw
Mu nt
rd
e
in
Thornlie
Ro
Ra gd
ale Gosnells
oc
Dr nfo
h
rd Rd
Rd
Leeming RANFORD RD
STATION Rd Rd
ell n Huntingdale
Rd
to
pb ar
am W
lson
C
Nicho
Jandakot
Southern River
d
rR
Canning Vale
ve
Ri
Kelmscott
rn
Bibra Lake
he
Ja
ut
Rd
nd
So
a ko
n
to
t Rd
ar
KELMSCOTT
W
Southern River
y
STATION
Hw
COCKBURN
in
nk
CENTRAL STATION
To
Cockburn
Arm Harrisdale
a dal
eR
d
Piara Waters
Seville
Grove
Armadale Rd
AUBIN GROVE
STATION
Haynes
Forrestdale
Banjup
ARMADALE
STATION
3.4 Addressing Transport Service total growth of the wider sub-region in the past five
Gaps years. These areas (Figure 6) include:
In the South Metropolitan–Peel Sub-region, the • Canning Vale – East;
passenger rail network has two separate lines linking • Canning Vale – West;
the Perth CBD to Armadale in the south-east and • Forrestdale–Harrisdale;
Mandurah in the south-west. Rapid urban growth • Piara Waters; and
has resulted in new areas being developed that are • Huntingdale–Southern River.
physically separated from existing passenger rail The Thornlie-Cockburn Link will provide a much
corridors, creating public transport ‘service gap need public transport service to these gap areas,
areas’ in the region. improving access for local residents to jobs, services
These service gap areas cover approximately and amenity.
81 square kilometres and contain a combined
population of 72,730, based on 2016 figures. The
population in these areas has grown by 30 per cent
since 2011, accounting for around 15 per cent of the
20 214 Route Corridor
Figure 7: Environmental Constraints
LANGFORD
BECKENHAM JUNCTION
Canning KENWICK
N y
Rd
BRENTWOOD Hw River STATION
ch
lson
a
BULL CREEK
Le MADDINGTON
Nicho
STATION Tom STATION
LEGEND Bateman
Reserve
PARKWOOD
Existing PTA track THORNLIE
The Thornlie-Cockburn Link will follow the existing Every opportunity is made to avoid, minimise or alignment
THORNLIE
Thornlie spur line, south of Beckenham through rehabilitate as much as possible. Proposed PTA BULL CREEK
y
STATION
track alignment w
the existing Kenwick Tunnel under Albany Highway
H
e
Single line track - Ro NICHOLSON RD
Key environmental issues identified for the Thornlie- duplicated
MURDOCH South St CANNING STATION
and across the Canning River to Thornlie Station. STATION RANFORD RD VALE
Cockburn Link include: Existing station STATION
Rd GOSNELLS
An additional three kilometres of track will be
ve
MURDOCH n
Karel A
Proposed station o STATION
Ga
ls
constructed to duplicate the line along the route.
rd
• clearing of conservation significant vegetation,
o
Development
en
SEAFORTH
Nich
Ra t
footprint
S
nfo STATION
including: Development
rd
Rd
HUNTINGDALE
No modifications will be required to the Kenwick envelope
Caladenia
Grove
• some areas of Banksia Woodlands of the Swan Ken Hurst Reserve
tunnel, however the Canning River rail bridge will be Bush forever Park
Coastal Plain; areas
Jo
duplicated for the new passenger railway.
Kwinana Fwy
hn
Swan River Trust
st
• vegetation within Bush Forever areas;
on
development
Rd
control area
Thornlie Station was designed to accommodate the • black cockatoo habitat; JANDAKOT
AIRPORT
Parks and
future Thornlie-Cockburn Link and will be converted • wetlands of the Swan Coastal Plain. recreation zoning
Janda
into a through station. From here the route will • disturbance of a contaminated site; ko
t Rd
continue in the roughly 30 to 40 metre wide rail • localised impacts to neighbouring residential y
w
H
n
corridor running south-west to a proposed station at areas from noise and vibration.
i
nk
COCKBURN CENTRAL To
Nicholson Road. Along this section, the pedestrian STATION
Arm
ad
METRONET and the PTA will continue to work closely ale
Rd
level crossing between Cameron Street and Elliot
with the Environmental Protection Authority (EPA)
Place will be removed and replaced with a pedestrian HARRISDALE
and other State and Commonwealth environmental
footbridge. design phase of the project to finalise the design and disturbance to Aboriginal heritage sites will be
agencies to adequately identify and assess the
location of noise walls. minimal and that the proposed railway extension
From Nicholson Road Station, the track will continue environmental values of the area and further refine
will have benefits for the general community.
under Ranford Road Bridge to the proposed Ranford the project’s footprint. The operational noise and vibration assessment was
Their support is conditional on the following
Road Station. referred to the DWER for technical review in early
4.2.3 Noise and Vibration recommendations:
2018. Feedback received was generally supportive of
Finally, the route will continue under Karel Avenue
Without appropriate mitigations the Thornlie- the assessment and its recommendations. • the requirement to submit a Section 18
through the Glen Iris Tunnel, which was constructed
Cockburn Link construction and operation is likely to application for the Canning River Crossing and
as part of upgrades to the Kwinana Freeway. The Construction noise and vibration will be required to
increase noise and vibration impacts for surrounding Nicholson Road Station (potential wetland site)
extension will come up between the Mandurah comply with the Environmental Protection (Noise)
residents, who already experience some impact from (completed);
Line and become a single spur just to the north of Regulations 1997, in order to minimise impacts to the
the existing freight railway. For major redevelopments • the submission of a Heritage Information
Cockburn Central Station where an additional dock- amenity of the community.
within an existing rail corridor, State Planning Policy Submission Form to the DPLH in respect of the
style platform will be provided to terminate the route.
5.4 – Road and Rail Transport Noise and Freight 4.2.4 Light wetland area at Nicholson Road;
Considerations in Land Use Planning (2009) (SPP5.4) • in view of the possibility of encountering
4.2 Environmental Considerations requires mitigation measures to be considered which
Any light overspill which may impact on the
Aboriginal cultural material, Aboriginal monitors
surrounding properties due to the project will be
take into account the: should be engaged to be on-site when initial
4.2.1 Regional Setting assessed during the final detailed design stage to
ground disturbance associated with the project
The Thornlie-Cockburn Link is located on the Swan • existing transport noise levels; ensure compliance with AS/NZ 1158: 2005 – Lighting
works is taking place.
Coastal Plain, which is low-lying and mainly woodland • likely change in noise emissions resulting from for Roads and Public Spaces (including car parks)
with a complex series of seasonal wetlands. The the proposal; and and AS 4282: 1997 – Control of the Obtrusive Effects 4.3.2 European Heritage
average annual rainfall is in the order of 800mm per • nature and scale of the works and the potential of Outdoor Lighting.
The Heritage Council of Western Australia’s database
year, with most of the rainfall received during the for noise amelioration.
did not identify any state heritage places located
winter months between June and August.
An operational noise and vibration assessment was 4.3 Heritage Considerations within the project area.
4.2.2 Environmental considerations conducted in 2017, and recommended a combination
4.3.1 Aboriginal Heritage The Register of National Estate is a list of heritage
of four-metre high noise walls and anti-vibration
State Government takes its environmental obligations The Department of Aboriginal Affairs (DAA) heritage places that were protected under the EPBC Act.
ballast matting under both the freight and passenger
very seriously. inquiry database identified one registered Aboriginal The register closed in 2007 and listed places are no
lines to reduce noise and vibration to the same or a
heritage site within the project area, located at the longer protected under the Act. Three sites listed
METRONET will play a key role in meeting Perth’s lessor level than the existing situation.
Canning River (Site number 3538). in this archival register were identified as being
future growth by connecting people in a sustainable potentially impacted by the project footprint:
Three community workshops with landowners
way by providing an environmentally friendly An additional Aboriginal heritage survey identified a
sharing a boundary with the rail reserve were held
transport option. potential new heritage site, associated with a small Ken Hurst Park and Adjacent Areas (ID 100375);
in December 2017 to discuss the project’s early
recommendations for noise and vibration mitigation, wetland, at Nicholson Road Station. This potential 1. Brixton Street and Associated Wetlands (ID
Infrastructure projects require land to build them
given the need to balance mitigation and local site has been referred to the Department of Planning, 19538); and
on, and while every effort is made to construct
amenity impacts. Overall support was received for Lands and Heritage (DPLH) for investigation. 2. Jandakot Airport Area (ID 18051).
new transport facilities in established corridors,
sometimes this is not practical. the recommended mitigation measures. Further Whadjuk representatives have given their conditional Consideration should be given to reducing any
consultation will be necessary during the detailed support for the project, on the grounds that
22 impacts to these sites by the project. 235 Transport Operations Figure 8: Current Arc Infrastructure track design
and Infrastructure
40
South-Western Boundary
North-Western Boundary
15.9 4.46 19.64
Existing Freight Existing Freight
UP Track ON Track
5.1 Rail Operating Strategy service frequencies on some alignments, such as
Ranford Road to Murdoch Station and the Murdoch
5.1.1 Day One Service Frequency Activity Centre precinct, and direct links to the
Upon opening, the recommended service patterns for Cannington activity centre via Nicholson Road.
the extended Thornlie Line are very similar to those Bus services currently run between Murdoch Station
currently operating, so integration of these services is and either Maddington, Thornlie or Cannington
not envisaged to cause timetabling issues. train stations, as well as from Bull Creek Station to
Morning peak on day one of services will require 12 Cannington Station.
Existing APA
trains per hour (TPH) – eight on the Armadale Line Gas Main
5.2.1 Day One Service Frequency (location varies) Existing ATCO
and four on the TCL – to meet passenger demand. Existing BP Oil Pipeline Gas Mains
(location varies)
This is based on using existing four-car A-Series A comprehensive feeder bus service is integral to (location varies)
trains. the project’s success and new routes will be required
to service the new rail stations and support regional INDICATIVE TYPICAL CROSS SECTION - EXISTING
5.1.2 2031 Service Frequency travel patterns. LOOKING TOWARDS KWINANA (WK 18km to WK 30km)
With retirement of the A-Series trains expected to The success of the Joondalup and Mandurah lines
begin around 2026, the three-car B-Series trains Figure 9: Proposed TCL and Arc Infrastructure track design
demonstrates the effectiveness of the proposed
(currently used on the Mandurah and Joondalup model, with feeder bus routes operating between
lines) will be moved to the Thornlie-Cockburn Link. train stations. Each bus route ‘loops’ between two
The existing signalling capacity on the Thornlie and train stations and formalised bus–train connections
Armadale lines is approximately 15-16 TPH. Based on are arranged at the train station closest to Perth, as Boundary Boundary
this is the direction in which most passengers travel. Rail reserve Rail reserve
PTA’s longer term planning, three-car B-Series trains PERTH BYFORD
could meet demand in 2031 with the introduction of An indicative bus operating strategy has been
Automatic Train Control (ATC). developed to identify bus rolling stock and service Services Access V-Drain V-Drain
Zone Track
kilometres needed for day one of operations and the
5.1.3 Rolling Stock Requirements
ultimate network when development has progressed.
Three six-car trains are required to reallocate rolling
stock within the existing railcar fleet to operate the Final service details will be determined 12-18 months Passenger Passenger Freight Freight
Down Main Up Main Up Main Down Main
extended Thornlie Line. These are being delivered before operations begin following detailed planning
under the METRONET Railcar Program. and community consultation to ensure the bus Oil Drainage Common Drainage
Pipeline Infrastructure Boundary Infrastructure
network best aligns with local development and
5.1.4 Rolling Stock Maintenance and Stabling community needs.
Facilities
TYPICAL SECTION WITH SIGNALS AND LOC (ON ARC CORRIDOR)
It is not envisaged that additional rolling stock
maintenance and stabling facilities will be required to
support initial operations on the Thornlie-Cockburn
Link.
5.2 Bus Operating Strategy
Boundary Boundary
Rail reserve Rail reserve
PERTH BYFORD
5.2.1 Current Bus Services
Services Access
Transperth operates an extensive network of feeder Zone Track
V-Drain
bus services in the south-east suburbs with high-
Handrails
Passenger Passenger Freight Freight
Bollards V-Drain Down Main Up Main Up Main Down Main
Oil Drainage Common Drainage
Pipeline Infrastructure Boundary Infrastructure
TYPICAL SECTION WITH SIGNALS AND LOC (ON PTA CORRIDOR)
24 255.3 Infrastructure Requirements 5.3.2 Track Alignment The new passenger lines will veer south through the
All works to the passenger rail infrastructure will be existing, but currently unused, Glen Iris Tunnel, and
5.3.1 Civil works in compliance with PTA’s Narrow Gauge Code of onto dedicated tracks within the Mandurah Line
Generally, the design has aimed to balance cut and fill Practice. All works on Arc infrastructure will be in corridor to terminate at a new single track dock-style
quantities whilst maintaining existing freight vertical compliance with Arc’s Narrow Gauge and Standard platform at Cockburn Central Station, constructed
curves (which are more onerous than the PTA’s), Gauge Codes of Practice. specifically for the termination of the Thornlie Line
providing for new maintenance access tracks and services.
Arc Infrastructure’s twin track dual gauge lines,
minimising impact to utility services. The current Introducing the TCL also provides an alternative
which forms part of the freight network between
design only requires around 200m3 of imported fill, route to the south, which will be extremely beneficial
Forrestfield and Kwinana, is generally positioned
but further opportunities to balance cut and fill, and for transporting patrons to and from events at Optus
centrally in the rail corridor. To accommodate the new
reduce the extent of retention needed should be Stadium. The design therefore allows for alterations
twin track electrified PTA lines, Arc Infrastructures
examined through detailed design development. to the existing Perth Stadium Station to provide a
track will be relocated to the north side of the
Significant cut will be required: corridor with the new passenger services running rail connection to the southern suburbs, including
parallel. platform modifications and supporting track and civil
• from the end of Thornlie Station to allow for works.
the extension of the passenger tracks. This cut On completion, a boundary fence will separate the
impacts on the existing Thornlie Station car park, two systems (Figure 8 and Figure 9). These modifications include stowing five, six-car
which will require reconfiguration; and trains on the down loop, which will provide capacity
At the southern end, on the approach to the Glen Iris to serve southbound passengers via the TCL and
• on the approach to Glen Iris Tunnel, a significant
Tunnel, the freight lines will continue on their existing onto the Mandurah line after special events. The
amount of cut will be required along the southern
alignment beneath the Kwinana Freeway, through works include modifications to the existing platform
side of the corridor. This will also have an impact
to the Cockburn Triangle and onwards to Kwinana/ and associated track and civil works.
on the existing BP Oil and APA (Parmelia) Gas
Fremantle.
pipelines.
5.3.2.1 Passenger Track
The earthworks design has been developed to stay The passenger alignment has been designed for
within the rail corridor using 1:2 batters. Where this maximum 140km/hr track speeds from Thornlie
was not achievable, retaining walls or soil nailing Station to Glen Iris tunnel. The section from
treatment has been identified to avoid additional Beckenham to Thornlie Station will retain existing
property impacts. track speeds of 110km/hr with reduced speeds
through the tunnel at Glen Iris. The majority of the
passenger rail line will be at-grade, similar to the
existing location of the freight rail line. The track and
5.3.2.3 Freight Track
associated infrastructure design will be consistent
with the existing passenger rail network. The new alignment allows for 80km/hr track speed
over the extent of works impacting the existing
All rail will be 50kg/m rail on concrete sleepers with freight alignment, extending from west of Spencer
200mm of crushed stone ballast, consistent with the Road to east of the Kwinana Freeway.
existing Mandurah Line Railway, and in line with the
requirements of the PTA Codes of Practise. The alignment at Glen Iris has been designed to
tie into the existing freight alignment before the
Slab track used at Kenwick Tunnel, Canning River Kwinana Freeway to ensure that it will not have any
Bridge and Glen Iris Tunnel will use 60kg/m rail. impact on the freeway bridge structure (Glen Iris
Bridge).
5.3.2.2 Crossovers
The design has 11 turnouts in total, with five
crossovers and a turnout that allows the dual
Thornlie tracks to converge into a single track on
approach to the Cockburn Central Station dock-style
platform. The five crossovers replace the operational
functionality of the existing crossovers and enable
trains to transfer between the Thornlie Line and
Mandurah Line.
The design also has provision for a future central turn
back facility immediately west of the Ranford Road
Station platform for resilience.
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