Morley-Ellenbrook Line

This project is required to comply with noise regulations as outlined in State Planning Policy 5.4 - Road and rail noise (SPP5.4). Early modelling is currently underway along the proposed alignment and will be finalised once the project design is confirmed. This will help inform what will be the most effective way to reduce noise from the railway and ensure compliance with SPP5.4 once the line is operational.

A large portion of the train line will sit within existing road reserves and transit corridors. A number of properties have been acquired or are in the process of being acquired. This has only been in Bayswater and Bennett Springs area where the rail alignment is required to pass through multiple properties.

Not as part of this project. However, there is an existing reservation that allows for a transit corridor which extends through the northern part of Ellenbrook. Design of the Morley-Ellenbrook Line will ensure any future extension is not precluded, though any extension of the line is subject to future planning and consideration by Government.

The station names are current working names based on location. These will need to be reviewed by the Geographic Naming Committee before being confirmed.

The train journey from Ellenbrook to Perth will take 30 minutes and passengers will not be required to change trains. This will effectively halve the current commuter time.  From Bayswater, commuters will be able to travel to Perth Airport (seven minutes), Midland (13 minutes) and the Perth CBD (12 minutes). The journey between each station on the Morley-Ellenbrook Line will be between three and five minutes.

Fares for passengers using the Morley-Ellenbrook Line will be in line with Transperth zones. Passengers travelling into the CBD from Morley, Noranda, Malaga, Whiteman Park will need to pay a two-zone fare and from Ellenbrook it will be a three-zone fare.

Ellenbrook passengers travelling to Midland or High Wycombe stations will be charged a two-zone fare as long as they don’t tag off and on again while transferring trains at Bayswater, while passengers from Morley, Noranda, Malaga and Whiteman Park stations doing the same will be charged a two-zone fare.

Safety and security through best practice design have been a priority in the planning of each station along the Morley-Ellenbrook Line. Passive surveillance and design measures like good lighting and clear line of sight are integral when planning every station and act in ways that lessen or prevent the incidence of crime. All stations across the Transperth network are monitored in a variety of ways including by our team of highly-trained transit officers, mobile patrols, a high-tech CCTV system (with more than 10,000 cameras) and a 24-hour Central Monitoring Room.

An alignment along Marshall Road was assessed as part of the planning process. However, it was not possible to exit Tonkin Highway at or below Marshall Road without conflicting with high voltage transmission lines and requiring major rework of the Marshall Road bridge.

An alternate route along Reid Highway was assessed during the planning stage, however, exiting Tonkin Highway at Reid Highway was technically very challenging due to the new NorthLink interchange. This option also could not be achieved without significant private land acquisition.

Locating the Morley-Ellenbrook Line in the Tonkin Highway median west of Whiteman Park was considered in the early planning phase.

However, having the line in this location would not adequately service the growing suburbs on the eastern side of Whiteman Park such as Henley Brook, Dayton, Brabham and West Swan. It would also remove the opportunity to maximise the tourism potential of having a station at the Whiteman Park entrance.

No. The Morley-Ellenbrook Line connection is being designed and built in such a way to allow a seamless journey from Ellenbrook to Perth, or to the airport by swapping lines at Bayswater. The specific operational detail, including timetabling and frequency, will be confirmed closer to the line opening.

The timetable for the Morley-Ellenbrook Line will be confirmed closer to the line opening. Being part of the Transperth network, and connecting into the Midland Line, the trains will likely operate to a similar timetable as Midland Line services.

A future station is planned at Bennett Springs East as population levels increase and planning progresses in the area. In the meantime, residents living in the area are within close proximity to Malaga Station and Whiteman Park Station, both of which have large park and ride facilities and improved bus connections as part of project.

The Morley-Ellenbrook Line will cross Dulwich Street, Cheltenham Street and Rugby Street in Bennett Springs. A new road-over-rail bridge will be constructed to maintain connectivity along Dulwich St and access into Whiteman Park. Direct north-south connectivity will be lost at Cheltenham Street and Rugby Street, however, new public roads will be built to ensure all privately owned lots have access from Marshall Road via Dulwich Street.

San Lorenzo Boulevard, between Vaucluse Close and Messina Grove, will close. However, to maintain access, a new road will be built to connect to the north-western end of San Lorenzo Boulevard. The new connection will be in place and operational before the closure takes place.

The preferred location for Ellenbrook Station, as well as the transit corridor leading to the station, has been reserved as part of the development plan for this area since the early 1990s. This corridor sits between the school buildings and oval used by Ellenbrook Christian College.

METRONET has worked closely with the College through the planning process to maintain access to the oval. To achieve this, the rail line will be built on a raised embankment with a pedestrian underpass that will provide safe access for students and staff. METRONET will continue to work with the College throughout construction, and once the Morley-Ellenbrook Line is operational, to ensure the safety of the school community.

Ellenbrook Station is in the heart of Ellenbrook town centre. Currently, Ellenbrook has a comprehensive network of buses that operate through the area and these will feed directly into the bus interchange that will be built adjacent to the train station. Ellenbrook town centre is also well served with pedestrian footpaths and cycle ways that branch out to surrounding residential areas. The planned station therefore caters for a variety of commuters, whether they choose to walk, cycle, connect by bus or park and ride. Given the extent of these options, it was believed that the significant parcels of land around the station would provide greater long term community benefit by being utilised for development, rather than parking. The Ellenbrook town centre was planned with the expectation that land close to the station will be developed to provide more mixed use development incorporating residential apartments or town houses.  It is envisaged many of these residents will walk from home to the station for their regular commute.

Between 1977 and 1990, the State Government purchased landholdings south of the original Whiteman Park area, for future government requirements under Improvement Plan 8. This cleared farming land, known as Marshall Road land, was owned by three different landowners, being Lew Whiteman, L.D Marshall and Whittlesea Pastoral Co.  There was no requirement for the Marshall Roads land to be held “in trust” for Parks and Recreation or Whiteman Park.

The land to the south of Whiteman Park and north of Marshall Road, has a history of being used as cattle grazing grounds and is not publicly accessible. This area of Whiteman Park, purchased by the State Government from numerous land owners between 1977 and 1990 for future government requirements under Improvement Plan 8, has been outside the core of Whiteman Park for more than 20 years and is not currently accessed or used by the community. In January 2017, it was considered as non-essential to the operation and integrity of Whiteman Park in its five-year strategic plan.

WAPC’s Whiteman Park Strategic Plan 2017-2021 identifies the Marshall Road lands as being considered non-essential to the operation and integrity of Whiteman Park. That document proposed this area be used to provide both a buffer and integration with suburban developments to the south of the park. 

Further, the document outlined that any development on the Marshall Road lands must complement and support the core Whiteman Park land. 

As a result, in the North-East Sub-Regional Planning Framework, part of the Perth and Peel@3.5m Framework released in March 2018 identifies the Marshall Road lands for “Planning Investigation” and “Proposed open space – sport”.
 

Elevated rail is common in many major cities, including Sydney and Melbourne. When planning and building elevated train lines, measures are taken to ensure minimal impact for residents living nearby. Whiteman Park Station will have around 700 metres of elevated train line and will meet all required noise and vibration regulations. To provide safe connections between the station and the developing estate to the east of Drumpellier Drive, the road will be raised to station level, allowing for a grade-separated pedestrian crossing underneath. Screening on the structure will also be investigated to reduce noise and provide privacy for residents living nearby.

Changes to New Lord Street were completed and opened to traffic in April 2019, whereas the alignment for the Morley-Ellenbrook Line was not confirmed until August 2019. Changes are now required as pedestrian and cyclist safety and connectivity is a key priority for METRONET. Having Whiteman Park Station built on the western side of Drumpellier Drive provides good connectivity to Whiteman Park and avoids having the train line built close to private properties. Changing the road structure from a roundabout to a four-way signalised intersection is key to providing the safest possible option.

Having the rail line on the western side of Drumpellier drive reduces the impact on the private residences in Brabham and minimises the need for grade-separated crossings, which would be needed if the railway used the transport corridor east of Drumpellier Drive.

The design of the Whiteman Park Station allows for future integration with the Whiteman Park tram, however, this is not currently within the scope of works for the Morley-Ellenbrook Line. METRONET will continue to work closely with Whiteman Park on this aspect as the project progresses.

Fares for passengers using the Morley-Ellenbrook Line will be in line with the existing Transperth zones. Passengers travelling into the CBD from Morley Station will need to pay a two-zone fare.

Morley Station will be built within the Tonkin Highway median at the Broun Avenue bridge. The platform will be underneath the Broun Avenue bridge, with station entrances from both the north and south sides of the bridge.

Passenger parking for Morley Station will be in a multi-storey car park at the edge of Wotton Reserve, with a new access road off Wotton Street.  This is to the west of Tonkin Highway and south of Broun Avenue.  As a result, the skate park will be relocated.

The new access road to the car park will have some impacts to the junior playing fields. However, reinstating them will form part of the project.

Morley Station will have approximately 400 parking bays.

The car park is only available for Transperth passengers. Everyone using the car park will be expected to pay $2 a day Monday to Friday, this does not apply on weekends.

The train ride will take approximately 15 minutes from Morley Station to Perth Station.

Exact bus routes will be finalised closer to the station opening, however connection to the Galleria, surrounding businesses and the community will be provided through high-frequency bus services.

To build Morley Station, some changes in the local area are required. The skate park and BMX dirt jumps will be relocated to allow a 400-bay multi-storey car park to be built on the edge of Wotton Reserve. City of Bayswater is leading this process, with funds provided by METRONET. For more information visit the City of Bayswater website. 

To minimise impact, an access road to the multi-deck car park will be built on the outer edge of the playing fields at Wotton Reserve. Minor repositioning of the fields will be required and this will be completed as part of the project. METRONET will work closely with the City of Bayswater and Morley Windmills Soccer Club to minimise impacts where possible.

The Broun Avenue bridge will be rebuilt to incorporate a new integrated bus interchange. Rebuilding the bridge allows Tonkin Highway in this section to be widened in the future and will also improve height clearances under the bridge. The bridge needs to be rebuilt (and not just expanded) as the way it was originally built, in one reinforced tensioned piece, makes it very difficult to make modifications without completely removing the bridge first. The new bus bridge will be built first. Once complete, Broun Avenue traffic will be diverted onto the new bridge, while the road bridge is being rebuilt. 

A high frequency bus route, similar to the 950 along Beaufort Street, will take between 5-10 minutes to connect Morley Station with the Galleria. Final timetables will be developed closer to when the Morley-Ellenbrook Line opens.

Traffic congestion is a common concern for communities around new stations. Through the ongoing design process, METRONET will continue to assess the impact on the immediate road network and some changes may occur. These will be developed with Main Roads and the City of Swan through the next stage of design. The community will be informed of all impacts and changes before they occur.

To ensure safe access for all passengers using Noranda Station, including those arriving by bus, a pedestrian underpass will be built at the eastern end of the Benara Road bridge. This will ensure passengers travelling on a west-bound bus (in the southern lanes of Benara Road) can safely and conveniently cross Benara Road and access the station. This will be a significant improvement on current pedestrian access in the area, which does not have traffic lights and is challenging for pedestrians to cross during peak periods.

Elevating the rail by building a viaduct (or overpass) maintains roads in Bayswater’s industrial area to ensure oversized vehicles and heavy traffic using the area do not need to travel through residential streets in the Bayswater town centre. The elevated line will sit on a slim-line concrete viaduct for approximately 750m between Tonkin Highway and Bayswater Station. Central concrete piers will support the viaduct and will be spaced approximately 35m apart. Noise and vibration mitigation measures will form part of the structure and the design will complement the rail bridges at the new Bayswater Station. The viaduct final design, including the height and location of bridge pillars, will be developed by the main project alliance, to be awarded in late-2020.

An underground connection was considered during the planning and project definition process, however, as Tonkin Highway is higher than the existing Midland Line, the Morley-Ellenbrook Line connection from Bayswater needs to rise to meet the level of the highway. The Midland Line also sits on land with a high-water table, making an underground connection very challenging in this area.

METRONET acknowledges the People of the Noongar Nation as the Traditional Custodians of the land and waters on which projects like the Morley-Ellenbrook Line are located. Archaeological and heritage surveys, together with Aboriginal consultation was undertaken to identify the heritage value of the rail corridor and the surrounding area. Where heritage sites were identified, relevant approvals have been sought in consultation with the South West Aboriginal Land and Sea Council. Specialist Aboriginal monitoring personnel will also be engaged during the initial ground work to further ensure there are no heritage sites or artefacts located within these areas.

This land has not been a core part of the park for more than 20 years and is not currently accessed or used by the public. The Whiteman Park Strategic Plan, released in January 2017, also identified the Marshall Road lands as non-essential to the operation and integrity of the park.

Minimising environmental impacts during construction and train operations is a key focus for Metronet.

To inform how the project can minimise its impacts, METRONET is consulting with key stakeholders and undertaking a number of environmental studies including flora and vegetation assessments, fauna assessments, wetland assessments, water monitoring and noise and vibration assessments. As part of our environmental commitment, flora, vegetation and fauna surveys have been conducted to identify any endangered or vulnerable species and ecosystems. Every effort is made to avoid, minimise, manage, or rehabilitate environmental effects both before and during construction.  Flora and vegetation assessments and fauna studies, including kangaroo monitoring and Black Cockatoo habitat assessments, have been completed to inform appropriate management during construction and rail operations.  Just before construction begins, an inspection in the project area will identify any animals to relocate to a safe place. Once completed, landscaping and replanting will take place where possible.

METRONET is working closely with Whiteman Park and relevant stakeholders to minimise risk to kangaroos in Whiteman Park. Animal crossings will be built along the line in the Marshall Road paddocks to ensure kangaroos can cross safely. The exact locations of these crossings will be determined based on rail design and environmental studies, along with ongoing consultation with Whiteman Park. The rail corridor will be fenced from Ellenbrook through until the line enters the Tonkin Highway median, minimising the risk to fauna. During construction, any areas marked for clearing will be inspected for animals to be relocated beforehand. 

Street parking and rat-running on local roads is a common concern for residents around new stations. While these areas are outside of railway land, and therefore outside of METRONET’S direct control, we will continue to work directly with the local council to ensure management measures are carefully considered.

Access to parking and stations is a key consideration in planning any future train station. Investigation into the traffic needs of the area was undertaken as part of the planning process and will continue to be monitored and refined during the design phase. The ongoing design process will continue to assess the impact on the immediate road network, with changes made as required. These will be developed with the Main Roads and the local council.

As with all major infrastructure projects, the Morley-Ellenbrook Line is required to comply with noise regulations as outlined in State Planning Policy 5.4 - Road and rail noise (SPP5.4).  Early modelling is currently underway along the length of the route and will be finalised in the coming months. This will help inform us as to the most effective way to reduce noise from the railway (and reconstructed roads/bridges), minimise impacts on nearby residents and ensure compliance with SPP5.4 once the line is operational.

During the project, construction impacts may include noise, dust and vibration. The project team takes these impacts seriously and every effort will be made to minimise these impacts wherever possible. A Construction Environmental Management Plan will be developed by the contractor (to be appointed late 2020) to ensure any impacts are mitigated as far as reasonably practicable.

While we do not envisage there will be any damage to buildings or properties as a result of this project, if your property is next to (or close to) the transit reserve, a free pre-construction survey will be offered as a precautionary measure before construction begins. This will involve a professional, independent environmental surveyor visiting your house and photographically recording the current condition of the structure. Following the survey, the findings will be recorded and provided to you in a report. In the event there is any damage as a result of construction, the survey report will be used as a reference to validate and determine the extent of the damage.

The construction program will be carefully considered once the contractor is appointed in late 2020. Traffic flow will be a key aspect of the plan. There will be temporary traffic restrictions and clear signage and traffic management measures will be in place to safely guide motorists during the construction stage.

There will be temporary path diversions during construction.  Clear signage and traffic management measures will be in place to safely guide cyclists.

We are aiming to have the Morley Station Precinct Concept Master Plan complete by the end of 2020.

A concept master plan sets the general frame for an area’s long-term development, outlining the vision, principles, spatial plans and drawings, along with an implementation plan needed to deliver this vision over time.  A concept master plan will provide high-level identification of key streets and connections across the station precinct, open space, proposed buildings, infrastructure and amenities.

A local precinct plan starts to fill in the detail within the concept master plan frame and is used to guide the zoning, subdivision and development settings for an area. A local precinct plan is usually supported by technical studies and community and stakeholder consultation. The final document is approved by the WA Planning Commission and used by the local government when determining planning proposals into the future.

The METRONET Office is leading the concept master plan process for the area around Morley Station. Once complete, the City of Bayswater will lead the next planning stage and complete a local precinct plan.

Yes, this Concept Master Plan will look at the current cycling and pedestrian network in the study area and identify opportunities for improvements or new infrastructure to be provided.

In April 2020, we surveyed the community to build our understanding of the things most important to local residents. Residents and local businesses were also invited to nominate to take part in a Community Reference Group (CRG). The CRG participated in three meetings in June/July 2020 to contribute to the development of the Concept Master Plan.

We are working towards a design that removes the need for any land acquisition, however we will confirm this with individual land owners as soon as the design is finalised.

To balance the community’s request to avoid traffic signals at this intersection while maintaining safety for road users, a right turn exit from the car park may not be possible.  Motorists wanting to exit the car park and head west, will need to turn left and take the existing u-turn west of Beechboro Road North. 

While we are working with Main Roads WA to consider designs that avoid a signalised intersection, the solution chosen for this intersection will focus on ensuring safe and efficient movements in the area. The preferred solution will be confirmed when the project definition work is completed in mid-2020.

A train station in the median of a highway is a complex piece of infrastructure.  The right location is based on balancing rail operations, current and future road operations, spatial requirements through existing structures and passenger comfort and accessibility.  Noranda Station’s location was chosen because the Tonkin Highway is wider at this point, fits within Main Roads WA’s future lane configurations and minimises impacts to existing services and structures.  It is also accessible for a greater number of walking passengers and allows the Public Transport Authority to have strong links from Benara Road for bus passengers, vehicles, pedestrians and cyclists. The station could not be located further north closer to the pedestrian overpass due to rail geometry and would have required the new Sewell St overpass to be demolished and rebuilt.

Should direct car park access be provided from Benara Road, there is unlikely to be any need to change road layouts around John Septimus Roe Primary School.

Street parking and rat-running is a common concern for residents near new stations so we work closely with the local council to ensure management measures are carefully considered.  This will also be taken into consideration by the project team when reviewing traffic modelling and road design for the car park.

At this stage we are aiming for around 400 bays at this car park, however this will be confirmed at the end of the project definition phase in mid-2020.  Our project team and designers will balance number of bays with other aspects like landscaping, footpaths and cycle paths.

While enabling works for the Morley-Ellenbrook Line have started with early works underway at Bayswater Station, and construction starting on Tonkin Gap later this year, the construction of Noranda Station and the car park will form part of the main construction contract to be awarded later this year.  Once the contract is awarded and the final design confirmed, we will have a better idea on construction timeframes.

The local structure plan guides long-term land use in the area and informs decision-making on future development and subdivision applications, so there is no immediate impact on existing landowners.

However, for some owners, the plan may change how their land is intended to be used in the future, for example through zoning changes.

A future station is planned at Bennett Springs East as population levels increase and planning progresses in the area. From day one of Morley-Ellenbrook Line operations, residents living in the area will be close to Malaga and Whiteman Park stations, both with large park and ride facilities. Improved bus connections are also part of the project.

The local structure plan is expected to be with the Western Australian Planning Commission for approval in late-2021. A draft plan will be out for public comment around mid-2021.

A local structure plan is a technical planning document that guides future land use, development, infrastructure and subdivision. It includes details such as zoning, local roads, housing density, and community facilities.

The plan is approved by the Western Australian Planning Commission and guides decision-making on future planning and development proposals.

The local structure plan will provide a roadmap for long-term land use in Bennett Springs East Station Precinct and guide urbanisation in the area surrounding the potential future station, including provision for complementary transport, housing, and recreation choices within the station precinct.

The draft plan will be released for public comment, prior to being finalised with consideration for the feedback received, anticipated to be around mid-2021.