Thornlie-Cockburn Link

Some bus services will be redirected from Thornlie Station to the new Nicholson Road Station and a new route will be introduced linking Nicholson Road Station with Maddington Station.

Given its location along an existing high-frequency bus corridor, all passing services will be diverted into Ranford Road Station. A number of services will be extended, while some lower demand services will be truncated to terminate at the station.

Service planning will commence around 12-18 months before operations begin, including detailed planning and community consultation to develop a bus network that best aligns with local development and community needs.

Yes, this project allows for a future Mandurah special event service to Stadium Station.

It is expected the Thornlie-Cockburn Link will generate around 1,680 jobs.

Yes. The freight lines will be relocated to the northern part of the rail corridor, creating enough space for the passenger lines to be built. 

This pedestrian level crossing will be replaced with a pedestrian bridge which improves safety.

While there are no immediate plans to build the orbital rail line, there is potential to do so in the future. This planning work will occur as demand for the orbital rail line increases.

Property condition surveys will be conducted to understand if works may have any impact to nearby structures. This will also be used to track any impacts after works have been completed.

The levels of vibration currently generated from rail operations are below any level that would cause structural damage to a building, even over a long period of time. The limits set by the Environmental Protection Authority are designed to minimise human annoyance and is 25 times below the vibration level likely to case structural damage to buildings.

One mitigation method to be implemented includes installing anti-vibration ballast matting under the freight and passenger rail tracks.

The Thornlie-Cockburn Link’s original development envelope was reviewed to minimise the amount of vegetation clearing. Thorough engineering and environmental reviews of the project’s original development area reduced the amount of native vegetation to be cleared and potential habitat trees likely to be impacted. Also, the Caladenia Grove Wetland Reserve was avoided.

Yes. Where possible, replanting of areas with fast-growing small native shrubs and trees will occur following construction. Replanting will be limited within the rail reserve due to visibility and rail safety rules.

Larger or more mature trees are generally not replanted due to a lower success rate of uptake. To ensure the best chance for survival, the planting will be mostly smaller, fast-growing native plants that will reach maturity in a shorter time.

Rehabilitation of the impacted Canning River banks will be undertaken with input from the local environmental community groups.

The existing rail corridor has been largely cleared of native vegetation and is maintained as an active freight rail corridor. However, some clearing will be required and the environmental conditions outlined in the approvals will ensure this is done in an environmentally responsible way. 

Prior to vegetation clearing, all areas will undergo fauna trapping by a licensed contractor, with any captured fauna relocated to a suitable location advised by the Department of Biodiversity, Conservation and Attractions.

All works will follow a Construction Noise and Vibration Management Plan, in accordance with the Environmental Protection (Noise) Regulations 1997.  The plan will detail how potential noise and vibration impacts will be minimised and how impacted properties will be kept informed.

Initial noise and vibration modelling recommended a combination of up to four-metre high noise walls in certain locations and anti-vibration ballast matting under both the freight and passenger lines to minimise noise and vibration. This is being refined as the design progresses.

Construction management plans will be followed and include mitigations to minimise impacts to nearby properties. A pre-condition survey was offered to property owners close to the rail alignment and there was a high level of participation. This survey information will form part of managing any damage that may occur during construction.

The Public Transport Authority is progressively removing level crossings across the Perth metropolitan area and where appropriate replacing them with bridges, footbridges or underpasses. Replacing level crossings significantly improves safety for pedestrians and cyclists and benefits the reliability of train operations. It also means the frequent sounding of train horns at
level crossing is no longer required.

A rail crossing is needed at this location as it is an important access point with alternative crossing points for pedestrians at Nicholson Road and Spencer Street, which are 1.5km and 1.9km away, respectively.

The footbridge will be located where the existing Elliot Place / Cameron Street pedestrian level crossing is situated. The early design shows the footbridge crossing over the railway positioned slightly southwest of the crossing (i.e. 10 metres toward the future Nicholson Road Station).

Access to the footbridge will be from the Elliot Place and Cameron Street.
Both stairs and ramps will be provided access both sides of the bridge. Ramps will be built in a ‘switchback’ configuration parallel to the rail corridor, on the Nicholson Road side.

Early design indicates the footbridge walkway level to be around 8.6m above the ground level at the highest point, where it crosses the rail.
The main bridge is a straight steel truss spanning 41m across the rail reserve with no skew. The main truss is 3.6m deep and will support a concrete base.

There will be 3.6m between hand rails on either side of the bridge and ramps. Each ramp will be about 153m long, totalling 306m. Both ramps will have ‘switchback’ landings (180-degree return) at mid-height.

The rail corridor will be fully fenced to prevent people accessing the corridor at ground level.

The fencing and screening incorporated into the bridge design will prevent footbridge users from overlooking. Property frontages facing local roads will be visible. The bridge and ramps will be screened, where adjacent to properties, to prevent users throwing materials onto the rail or into adjacent properties, and for privacy.

Crime Prevention through Environmental Design (CPTED) principles have been incorporated in the design. Screening has been carefully located to provide an adequate line of sight at abrupt changes in the ramp direction and to avoid creating ‘dead spots’. Passive surveillance exists through visually transparent screens.

The footbridge, including the ramps will comply with the access and mobility standards.

Other options were considered, including:

• no alternative means of rail crossing installed at this location i.e. permanent detour for pedestrians to use Nicholson Road / Spencer Road options. This was not desirable due to connectivity requirements in the local area;
• a rail underpass – this was not desirable due to the ground water conditions and crime prevention design standards; and
• alternative configurations for the northern ramps, including the switchback or straight ramp extending up Cameron Street, was not aesthetically desirable.

Clearing of trees and vegetation will be limited and will comply with environmental approvals.

The steel structure will largely be constructed offsite and arrive to be installed by large cranes onto concrete footings and piers. There is a local government approved construction noise and vibration management plan.

Early indications show acoustic barriers will be required in the vicinity of the bridge. However, the extent, height and materials to be used needs to be determined. The current images shown do not include the extent of these noise walls.