CockburnCoast - Western Australian Planning Commission

Table 2.2: Preliminary analysis of public transport options for consideration in the ITS
Assessment
criteria
Local bus
Bus rapid transit (BRT) utilising
distinctive vehicles in a new
dedicated alignment
Public transport options
Light rail in a dedicated alignment
(Cockburn Road or freight rail alignment)
Passenger rail on existing single
track railway (assumes no additional
track is required)
Passenger rail - extension of
Fremantle line on separate tracks
within freight rail reservation
Advantages Disadvantages Advantages Disadvantages Advantages Disadvantages Advantages Disadvantages Advantages Disadvantages
Operational Matters
Running
environment /
reserve or
traffic lane
requirements
Would not result in
additional traffic lanes on
existing network.
Runs ‘on-street’ with no
priority.
Achieves priority through
provision of dedicated
lanes;
A highly flexible system
which could operate both
on-street and off-street, with
and without priority; and
Less constrained
operating environment
beyond the site southwards
or eastwards.
May require additional
traffic lanes on existing
network - needs
investigation.
Achieves priority through
provision of dedicated
lanes.
May require additional
traffic lanes on existing
network - needs
investigation.
Runs in dedicated
reserve;
Would not result in
additional traffic lanes on
existing network; and
Applicability beyond the
site in a southern or
easterly direction has not
been determined.
Sharing track with freight
rail requires effective
timetabling;
Railway is at grade
resulting in level
crossings with delay to
vehicular traffic; and
Would require long term
strategy for integration or
relocation of freight rail
services.
Un-interrupted service;
Runs in dedicated
reserve; and
Would not result in
additional traffic lanes on
existing network.
Railway is at grade
resulting in level
crossings with delay to
vehicular traffic; and
Engineering issues near
Fremantle, where freight
rail reserve width is
narrow.
Level of service
Vehicle
capacity
60 - 80 people.
60 - 80 people
(depending on vehicle
type).
110 - 220 people
(depending on vehicle
type).
Up to 560 people based
on 6 car set - but more
likely to be 3 car set.
Up to 560 people based
on 6 car set - but more
likely to be 3 car set.
Journey time /
operating
speed
Approx 30 km/h average;
and
Transfer time penalty
between modes.
Can be up to 100 km in
dedicated transitway –
but in local context
unlikely to be above
60kph in keeping with
traffic speeds and local
amenity.
Potential transfer time
penalty between modes;
and
Transit priority between
South Street and
Fremantle train station is
not currently provided.
Up to 110 km/h
(dependent on vehicle
chosen) – but in local
context unlikely to be
above 60kph in keeping
with traffic speeds and
local amenity.
Potential transfer time
penalty between modes.
Up to 80kph based on
existing Fremantle line
conditions; and
Utilising existing railway
improves passenger
journey by eliminating
transfer penalty between
modes.
Potential for delay or
scheduling issues due to
freight rail operations.
Up to 80kph based on
existing Fremantle line
conditions; and
Utilising existing railway
improves passenger
journey by eliminating
transfer penalty between
modes.
Integration
with existing
transport
network
High. Currently used
throughout Perth.
High (if existing type of
buses used e.g modified
CAT bus); and
PTA investigating trial of
similar technology.
Moderate - if new type of
specialist BRT bus used.
This system would be
unique in Perth and may
have additional servicing
requirements.
High - especially with
train network and bus to
train transfer.
Competing freight and
passenger rail needs.
High - especially with
train network and bus to
train transfer.
Place making and urban form
Integration
with land uses
High level of integration
as can deliver almost
‘door-to-door’ service with
high level of penetration.
Non-permanence of bus
infrastructure known to
result in reluctance to
invest in strong centres
of activity.
High level of integration
with on-street running; and
Makes more efficient use
of existing bus lane on
Hampton Road north of
Douro Road -
moderate potential for
redevelopment beyond the
site.
High level of integration
with on-street running.
Depending upon
alignment provides driver
for further redevelopment
beyond the site.
Permanence of stations
and railway known to
result in creation of strong
centres of activity; and
Makes more efficient use
of existing infrastructure.
Dependent on strong
design in order to avoid
separation;
Catchment largely one-sided
north to Fremantle; and
Integration becomes more
problematic east of
Cockburn coast.
Permanence of stations
and railway known to
result in creation of
strong centres of activity.
Dependent on strong
design in order to avoid
separation.
Catchment largely onesided
north to Fremantle.
Potential for
place making
Low due to lack of
permanent bus-based
infrastructure such as a
station.
High; implementation of a
unique technology that
would distinguish the
Cockburn coast area from
other urban developments
Will require rezoning/
redevelopment to
maximise TOD
opportunities from
Cockburn to the southern
suburbs rail, or further
south of the project area.
High; implementation of a
unique technology that
would distinguish the
Cockburn coast area from
other urban
developments.
Will require rezoning/
redevelopment to
maximise TOD
opportunities from
Cockburn to the southern
suburbs rail, or further
south of the project area.
Very high – vehicle
capacity and its
permanent structures
(stations) provide for
strongly viable mixed use
centres.
Will require rezoning/
redevelopment to
maximise TOD
opportunities from
Cockburn to the southern
suburbs rail, or further
south of the project area.
Very high – vehicle
capacity and its
permanent structures
(stations) provide for
strongly viable mixed use
centres.
Will require rezoning/
redevelopment to
maximise TOD
opportunities from
Cockburn to the southern
suburbs rail.
Amenity
Limited visual or noise
impact as using existing
infrastructure.
May require increased
width of roads/reserves
however can include
grassed reserves etc;
Overhead wires typically
required.
Limited impact as using
existing infrastructure
(incl. barriers and reserve).
Potential for noise issues;
Will require overhead
wires;
Will require barrier fencing
for public safety; and
May cause delay for
vehicle movements at
crossings.
Limited impact as using
existing reserve.
Potential for noise issues;
Will require overhead
wires;
Will require barrier fencing
for public safety; and
May cause delay for
vehicle movements at
crossings.
district structure plan
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