Northern Suburbs Transit System

The Northern Suburbs Transit System is the name given to the project initiated and funded by the Government of Western Australia to provide high-speed passenger rail services to the northern corridor of metropolitan Perth, the capital city of Western Australia. The project was commenced by the Dowding Labor government in the late 1980s, and its major deliverable was the Joondalup railway line and linked bus services, which has been a core component of the Transperth transport network since opening to passengers on 21 March 1993. The need for it arose from the rapid and sustained growth of the northern suburbs of Perth during the 1970s and 1980s, which had placed a considerable strain on infrastructure, including the bus system and the Mitchell Freeway. However, prior to the opening of the railway, the proposal was controversial as many in the community believed that upgrading the Mitchell Freeway or providing a guided busway would deliver better outcomes.

The Northern Suburbs Transit System name has been used subsequently for additions to the line, including the Currambine railway station to Butler extension which was built as far as Clarkson in 2004.

History

The transport needs of Perth's northern corridor were known to be evaluated as far back as 1982, with the preparation of the report Transport 2000 – A Perth Study by the then Office of the Director General of Transport.^[1] The report looked at Perth’s transport needs into the 21st century and beyond at a broad strategic level. It provided some strategic travel forecasts, and made a limited evaluation on rapid transit options for the northern corridor.^[1]

By the late 1980s, the Mitchell Freeway along with major arterial routes servicing the northern corridor were constantly clogged during peak hour, with the community at large dissatisfied with the bus services provided for the region.^[2]

The government of the day, after a strong political push, introduced a project for the delivery of a rail service, to known as the Northern Suburbs Rapid Transit System. It was aimed at restructuring the bus network for the northern corridor, while going some way to reduce the dependence on automobiles currently being suffered by the city.^[2]

The case for rail

As part of research into community attitudes on public transport within the northern corridor, Donovan Research was engaged during 1987 to undertake focus group and telephone research to determine information on the following key points:^[3]

• Determine people’s overall beliefs and attitudes about and expectations from Transperth;
• Determine major perceived issues of importance related to public transport within the region;
• Ascertain attitudes towards the concept of a transport liaison committee;
• Measure interest in participation in such a committee;
• Obtain specific information as to the various aspects of suggested operation of the committee such as communications channels used, method of community participation; and
• To obtain specific demographic information from respondents.

The focus groups convened consisted of two sub-groups of participants, one consisting of users residing within established suburbs who used public transport, and the other of public transport users from newer and developing suburbs.^[3] Combined within these sub-groups were subsets of both regular and irregular users, with regular users being defined as those using public transport at least once per week.^[3]

The participants from both sub-groups all held similar views in relation to the public transport, that of bus overcrowding, poor connections, poor timing, and poor route design impacted negatively on their perceptions and opinions of public transport.^[3] Over 43% of the participants described the public transport system as it currently stood as either poor or very poor.^[3]

Public Transport for Perth’s Northern Suburbs

During its 1986 election campaign platform, the Australian Labor Party stated that "A study will be conducted on the most appropriate form of rapid transit service for the northern suburbs."^[4][5] The study was commenced in early 1988 under the auspices of the then Minister for Transport and Small Business, after receiving Cabinet approval 10 November 1987.^[5] Due to the budget position of the then Department of Transport at the time, it was not possible to fund the nine month project from within their existing budget, therefore necessitating a request to Treasury for additional funds. The Minister for Budget Management approved the request for additional funding, allocating A$150,000 (1987) for the study.^[5]

Completed in September 1988, the study titled Public Transport for Perth’s Northern Suburbs was delivered by consulting firms Travers Morgan, Pack Poy and Kneebone, Blackwell and Associated, and Uloth and Associates.^[5] The study evaluated a number of rapid transport options for Perth’s northern corridor as well as garnering public feedback on the options.

Amongst the methods used to collect data for the report were surveys sent to residents of Beldon, Duncraig, Balga, and Karrinyup, along with previous respondents to a survey initiated through local papers in December 1987.^[6]

It was also at the time members of the then Liberal-National Coalition in opposition and local community groups rallied against what they claimed was the lack of the then government's commitment to transport in the northern corridor.^[7]

Opposition Leader Mr Barry MacKinnon called upon the then state government to place plans to construct a new northern suburbs highway on hold, and instead redirect funds to the upgrading an extension of the Mitchell Freeway.

“	It is almost beyond belief that the Government would contemplate spending $41 million on another new arterial route in the northern suburbs when the Mitchell Freeway is clearly inadequate to serve peak-hour needs of the northern suburbs residents.[7]	”
—Opposition Leader Mr Barry MacKinnon to The Australian

He also commented that northern suburbs residents faced road journeys of up to 1hr to reach the Perth CBD.^[7]

This was a view also supported by the then president of the Greenwood, Kingsley, Warwick, and Woodvale Citizens' Association, Mrs Cheryl Edwardes (later the Liberal Member for Kingsley and Environment Minister during the Court Government).

“	Roads and public transport are the two biggest single concerns represented to our association and this new $41 million highway will do nothing to resolve any of these concerns[7]	”
—Mrs Cheryl Edwardes to The Australian

Preliminary studies evaluated a number of possible options including:^[4]

• Buses on a separate roadway
• Guided busway (similar to the Adelaide O-bahn)
• Light rail
• Heavy rail
• Automated trains on a guideway
• High-capacity monorail
• Automated people mover systems

The majority of these options were rejected on the basis that introducing another mode of public transport to the city would serve little to no purpose, considering the existing modes of bus and rail proved that they functioned effectively.^[4]

A number of routes were examined for use as part of the eventual system, which included:^[8]

• West Coast Highway
• Mitchell Freeway
• West of the Mitchell Freeway
• East of the Mitchell Freeway
• Wanneroo Road
• Alexander Drive

During the study, various surveys were undertaken to better understand public attitudes towards the transport options that were being considered.^[4] In order of preference they selected electric railway (41%), bus expressway (34.4%), guided busway (19.3%). The most important factors of selection were faster journeys, and lower capital costs. However, from those who preferred the electric railway option cited greater comfort, less crowding, and less pollution as important factors in their preference. In addition, quite a number of respondents liked the railway idea due to it being forward thinking.^[9]

In his report, then Minister for Transport Bob Pearce noted the recommendation by consultants for the implementation of a bus based system using an exclusive route located within in the Mitchell Freeway median. However, he noted that further detailed evaluation of a rail-based option was still being carried out.^[10] The report noted that while its preference was to construct a bus expressway, the extension of such a busway beyond Warwick would provide little to no benefits in terms of speed, time, and economics.^[11]

During the public debate and discussion over the future of public transportation in the northern corridor, Transportation Minister Bob Pearce claimed that the NSTS would never be built under a Liberal coalition government.^[12] In response to the claim, Opposition Leader Barry MacKinnon stated that charge was “totally untrue”.^[12]

1989 Transport Study

As part of considerations for a rail line servicing the northern corridor, a comprehensive study was undertaken in 1989 to investegate the best route along with potential station options.^[13]

Locations considered for possible station sites in this study included:^[14]

• Burns Beach Road (To include park and ride space due to limitations at Joondalup, rail storage, as well as provide for further extension northward);
• Joondalup;
• Ocean Reef Road;
• Whitfords Avenue;
• Hepburn Avenue;
• Dunwood (Named for its location between the suburbs of Duncraig and Greenwood);
• Warwick Bus Station;
• Northern Perimeter Highway (Now known as the Reid Highway);
• Erindale Road;
• Wishart Street;
• Cedric Street;
• McDonald Street;
• Scarborough Beach Road; and
• Oxford Street.

At the time, a possible deviation of the rail alignment was considered to directly service the suburb of Innaloo.^[13] However, this idea was rejected by both the project and the public at large due to the significant cost, lack of identifiable benefits, and environmental impact grounds.^[13]

At the time, the study predicted that by 2001, the line would achieve 13,000 passenger boardings during peak hour.^[15] Over 12,000 of these passengers were predicted to board the services prior to reaching the maximum load point, defined by the report as Scarborough Beach Road.^[15]

Alternate suggestions

A number of interesting but, ultimately rejected ideas for possible transportation systems were put forward by various people within the Western Australian business and transport communities.

Personal Vehicle Fast Track System

One of the more interesting proposals for the project was from private industry. A "Personal Vehicle Fast Track System" was being proposed by Mr. Tom Proctor, a private businessman from Western Australia and Managing Director of Modular Commuting Systems.^[5] In his correspondence with the then Acting Deputy Director General for the Department of Transport, he proposed a system where car-like vehicles travelled automatically, suspended from an overhead beam. The car-like vehicles were then used as electronically driven cars on the road once having reached the end of the track network.^[5] While Mr Procter pointed out that the system had been selected for use in connecting two shopping centres and other local infrastructure in Campbelltown, New South Wales, the Acting Deputy Director General was not impressed with the concept having shifted a number of times in conversation and there still not a working prototype in place for evaluation.^[5]

Linear induction-based rail system

Retired Engineering design consultant John Stephens' said in an interview with the Wanneroo Times that a skytrain system using a linear induction motor would be ideal for use along the Mitchell Freeway.^[16] He cited the fact that the proposed network in the middle of the freeway would be an eyesore, and systems installed in Vancouver, Toronto, and Boston have been quite successful and would work well here.^[16]

Enabling legislation

State Cabinet gave in-principle support for the construction for the railway and authorised the preparation of enabling legislation on 12 December 1988.^[5] The bill passed parliament and was assented to on 15 January 1989.^[17]

The first spike for the line was driven on 14 November 1989, by then Premier Peter Dowding.^[18]

Project Scope

While the original project to construct the line was known as the Northern Suburbs Transit System, all subsequent projects making additions or upgrades to the line have carried the original project's name.

Original Project

Further information: Northern Suburbs Transit System#Railcar financing

The project was estimated to cost $220 million (1989), including $130 million (1989) for infrastructure including earthworks, bridges, and stations. A further $90 million (1989) would be spent on the purchase of an 22 additional two-car electric trains,^[19] now known as the A-series train. The remaining cost of the trains was to be funded from a financing package being drafted by the government.

The proposed rail line would run along the centre of the Mitchell Freeway, and designed to closely link the new rail infrastructure with bus services through the construction of several interchange stations along the route.^[2]

The proposed project initially included:

• 29.2km of electric rail line from Perth Station to Joondalup Station;^[19]
• The construction of seven stations;
• New footbridges at Oxford Street, Britannia Road, and Leeder Street;^[20]
• Construction of three road and railway bridges at Vincent, Powis, and Scarborough Beach Roads within the freeway reserve;^[21]
• Construction of a new road bridge at Ocean Reef Road;^[21]
• Construction of tunnels at Roe Street, Hodges Drive/Joondalup Drive, Collier Pass, Joondalup Drive/Shenton Avenue (Double Segment), and Moore Drive;^[22]
• Replacement of existing pedestrian level crossing at Milligan Street with a Pedestrian Bridge;^[23]
• Construction of new western concourse at Perth station and appropriate facilities;^[24] and
• Passenger Information Systems

Relevant to the project was the realignment of the Mitchell Freeway between Loftus and McDonald Streets. At the time, the northbound and southbound carriages of the freeway in this section were constructed next to each other, with remaining road reserve being located on the outside shoulder. In order to enable the continuous running of the rail corridor down the middle of the freeway, this section of road required realignment. While necessary bridges and some associated works for the realignment were included as part of the project cost, the rebuilding of the section of road in the realigned section was funded separately from the project, using regular road funding sources.^[19]

The transit system was designed to provide for a very rapid service, allowing rail cars using the line to operate at speeds of 110 km/h. This would enable a journey from Perth to Joondalup to be completed in approximately 20 min.^[19]

Stage One Stations

Stations on the new line to be constructed as part of the projects first stage were^[25]:

• Glendalough
• Stirling
• Warwick
• Whitfords
• Edgewater
• Joondalup

The first stage of the project was expected to be operation by the end of 1992.^[19]

Stage Two Stations

Stations on the new line to be constructed as part of the projects second stage were^[19]:

• North Joondalup, which later became known as Currambine

The second stage of the project was expected to be in operation by the middle of 1993.^[19]

Future Station options

Future options for stations included^[26]:

• Oxford Street, which later became known as Leederville (Completed)
• Near Wishart Street, Gwelup
• Greenwood (Completed )^[26]

Fitzgerald Street Bus Bridge

Already in existence prior to the planning for the line was a level crossing at the intersection of Fitzgerald and Roe Streets. This was to enable buses coming from the nearby Wellington Street Bus Station to connect with Fitzgerald Street and services to the northern and north-eastern suburbs. Due to the location of the Roe Street tunnel, it would be both unsafe and impractical to retain the existing level crossing as it would be situated right at the top of the tunnel entrance, and impossible for train drivers to see any vehicles stuck on the crossing and take evasive action in time. An alternative solution had to be then found to still easily enable bus movements while not impeding on operations within the railway reserve.

One of the ideas for this purpose was the construction of what would have been known as the Fitzgerald Street Bus Bridge.^[27] Estimated to cost $2.88 million (1991),^[28] it was designed as a flyover from Roe Street, it would accommodate two bus lanes, and a shared use path for pedestrian and cycle movements. To construct the bridge, a significant portion of land occupied by the then Perth City Council (Currently an on-grade public car park) and a number of buildings owned private landholders would have to have been compulsorily acquired and demolished. From there, the southbound carriage of Fitzgerald Street from James Street would have been moved some 100 m to the east to enable the construction of the flyover approach.

The planned bridge was later abandoned, in favour of moving the existing level crossing some 250 m to the west of its old position underneath the Hamilton Interchange approaches. In 2008 construction began on the Perth Arena Bus Bridge which will offer a similar route to the failed Fitzgerald St option. The new bridge will be launched over Roe street.^[29]

Railcar financing

At the time of the project, it was projected that Westrail, then responsible for the provision and management of metropolitan rail transport for Transperth would not be in possession of enough rollingstock to operate the line. Further to this, current available funding levels to the organisation would not permit the purchase of rollingstock from current or future operating funds. On 20 November 1989, the State Cabinet approved Westrail to pursue an operating lease to enable acquisition of the required 22 2-car A-series trains.^[30] Subsequently, the contract to purchase trains was awarded to Walkers-ABB on 30 November 1989 despite a funding deal not being in place. It was at this time Westrail sought out a financing arrangement to enable the purchase.^[30]

In the end, options for the financing of the purchase came down to two companies, Westpac and Allco Leasing.^[30] One of the more interesting notes to the Allco proposal was the nature of the financing arrangements it was proposing. At the time of the proposed financing deal, interest rates within Australia were hovering around 16-17%, placing significant burden on companies of the day in their business dealings. To work around this, Allco proposed a financing structure that involved a cross-border financing arrangement in Japan. It also required the establishment of a special purposes lessor company, incorporated in the Cayman Islands in order to minimise withholding tax liabilities from the Japanese and Australian taxation agencies.^[30] Allco refused to release specific information on the proposed structure, due to its own internal policies prohibiting the release of specific details of this financing arrangement until it had secured a mandate for their services.^[30]

After much deliberation, then Minister for Transport Pam Beggs made a recommendation to State Cabinet on 29 April 1991 that the financing package offered by Westpac be accepted.^[30] Her recommendation was subsequently approved by Cabinet on 20 May 1991.^[30] The final financial facility provided by Westpac was valued at over $160 million (1991), to be paid off over a period of 20yrs.^[30]

However, the setup and establishment of the funding facility was not without significant incident. Substantial argument between the Western Australian Government and Westpac ensued, in respect of liability if Westrail defaulted on payments.^[30] Of concern was the recourse Westpac would have against the Western Australian Government Consolidated Revenue Fund, particularly when placed in the context of the Crown Suits Act of 1889 and 1947 if such a default event occurred as perceived by lawyers acting for Westpac,Steve Bartels and Nathan Chapman of Clayton Utz.^[30]

The legal issues and positions being put forward by Westpac's lawyers was in direct conflict with the position of the Government’s legal advisors on the project, Mallesons Stephen Jacques.^[30] The Government's lawyers were of the opinion that Westpac would have reasonable recourse against the Government and its Consolidated Revenue Fund in the event that a default occurred.^[30] One solution proposed by Clayton Utz was to enjoin the Minister for Transport as a party to the financing facility contract.^[30] However, after further significant problems arose with proposed changes by Westpac in respect of the funding arrangements, their contract for the finance facility was terminated in August 1992.^[30]

Currambine to Clarkson Extension

In 2000, the Department of Transport released the report from the Urban Rail Planning and Implementation Steering Committee outlining plans for the extension of the line from Currambine to Clarkson, and continuation to a new railway depot to be located at Nowergup, within the site of the future Mitchell Freeway reserve.^[31] This was brought about by a commitment from the then Court Liberal Government that they would extend the Joondalup Line from Currambine to Clarkson within their current term of government.^[31] The report was undertaken following the completion of the South West Metropolitan Railway (SWMR) Master Plan,^[31] which was the core basis for the Mandurah railway line and associated works.

Estimated at $81 million (2000),^[32] the report called for the undertaking of the following works necessary to complete the project:^[33]

• The amendment of the Metropolitan Region Scheme to excise of 202 hectares of land from the adjoining Neerabup National Park, while returning some 572 hectares back to the park in the same adjustment;
• Acquisition of relevant lands, funded from the 2000/2001 state budget;
• The construction of a new Currambine Station to a location within the middle of the Mitchell Freeway road reserve, along with associated approach works;
• Demolition of the previous Currambine Station, including associated sidings and rollingstock cleaning facilities;
• Construction of the Clarkson Station and associated works;
• Construction of a rail bridge at Burns Beach Road;
• Construction of a road bridge at Hester Avenue;
• Construction of a new rail depot at Nowergup;
• Construction of the rail reserve and 4 kilometres of railway track from Burns Beach Road to Nowgerup, along with associated necessary works including communications and signalling;
• Upgrade of existing station platforms along the line to a length of 144 m to accommodate 6-carriage rollingstock;^[34] and
• The purchase and delivery of new rollingstock at a cost of $23 million (2000).

The plan also recommended the delaying of construction for Greenwood Station, which the report felt could not be adequately serviced until additional rollingstock was delivered.^[35]

The cost of the project was to be funded from government borrowings over four years from 2001 to 2004.^[36]

The supply of additional rollingstock was critical to the completion of this project particularly when placed in the context of the future planned rail needs for Perth.^[31] At the time, existing rollingstock was being utilised to maximum capacity, and based on future projections that included the operation of a fifth railway line and passenger numbers modelling, the size of the existing fleet would simply not be able to cope.

Relocation of Currambine Station

At the time of the project's proposal, there was significant community discussion relating to the relocation of the Currambine Station into the middle of the freeway reserve^{[citation needed]}. In the 1989 master plan, the location of the station was designed to reduce the ‘transfer penalty’ for moving from train to bus/car and to better integrate with the surrounding suburb.^[37]

The committee took these issues into account when delivering its final report, and noted that the relocation was seen as having major environmental and social benefits improved frequency, journey speed, and reliability would be more significant factors than an additional 60 m walk.^[37] The report noted that this viewpoint was supported by the fact that Warwick and Whitfords were at the time the busiest stations on NSTS, attracting a combined 18,000 passenger movements on weekdays. 60% of these passengers neither arrive or depart by bus and instead arrive by car or walking some 55 m across the Mitchell Freeway carriageways.^[37] Passenger modelling found that the relocation to the station would have no effect on project passenger boardings if the relocation were to proceed.^[31]

Further to this, the relocation would help retain consistency with rest of the line and the future SWMR,^[37] further supported in surveys and opinion polls undertaken with residents from Glen Iris, South Lakes and Atwell and commercial business as part of SWMR planning processes.^[38]

If the railway station and subsequent rail reserve had been allowed to remain on the western side of the freeway, there would have been significant impacts to the cost of the project through increased expenditure on noise reduction and engineering works.^[39]

New Railway Depot

While Nowergup was selected as the final site for the planned railway depot, Neerabup was suggested as the original site.^[40] However, as the new railway depot would require some 300 m of space within the middle of the freeway reserve, it would significantly impact on a larger footprint of the Neerabup National Park.^[40] Based on an environmental assessment, it was recommended that the depot be relocated to a site in Nowergup to have a lower environmental impact while retaining larger areas of the park in pristine condition.^[40]

Parking and Facilities

One of the other major issues noted in the report was the availability of parking at stations along the line.^[41] One of the key features of the Greenwood Station was to be additional parking to negate the construction of a multi-story parking deck at both Whitfords and Warwick Stations. This was in addition to the construction of a further 240 car parking bays at Whitfords Station, costing $780,000 (2000) on the southern side of the station. Construction of a multi-story parking structure at Warwick was still not considered as an option due to a number of social and environmental concerns still considered valid.^[41]

Clarkson to Butler extension

More recently, the state government has announced a further extension to the line, adding 7.5 kilometres (4.7 mi) and taking it as far as the northern suburb of Butler.^[42] Previously, Alannah MacTiernan, former Planning and Infrastructure Minister, announced that funds of $2.1 million (2007) had been set aside in the 2007-08 state budget for the Public Transport Authority to undertake preparation of the master plan for this segment of works.^[43]

Some of the groundwork for this portion of works was laid in the previous Clarkson to Currambine extension, with the rail surface necessary for access to the Nowergup railway depot already constructed as a two track reserve.^[40] This is in addition to the planning for the prior section recognising the need to further extend the railway beyond the depot to areas further north.^[40]

At present, preliminary earthworks are in place and construction is expected to commence in 2011, with services operational by the end of 2014.^[44]

References

1. ^ ^{a b} Transport 2000 – A Perth Study, Northern Suburbs Rapid Transit Study (File 8722/1). Perth, Western Australia: Department of Transport, Government of Western Australia. 1987.  Accessed at State Records Office of Western Australia, Perth
2. ^ ^{a b c} Prof. Peter Newman (2000). "Perth And Fremantle, A Hesitant Start In Australia". Institute for Sustainability and Technology Policy, Murdoch University. Archived from the original on 2007-06-16. http://web.archive.org/web/20070616172318/http://www.sustainability.murdoch.edu.au/casestudies/Case_Studies_Asia/perth/perth.htm. Retrieved 2007-04-15. 
3. ^ ^{a b c d e} Liaison Committee Research: North West Corridor Research Phase. Perth, Western Australia: Donovan Research. 1987.  Pg. 1, Accessed at J S Battye Library, Perth
4. ^ ^{a b c d} Public Transport for Perth's Northern Suburbs - A summary of the Northern Suburbs Rapid Transit System. Perth, Western Australia: Travers Morgan, Pack Poy and Kneebone, Blackwell and Associated, Uloth and Associates for the Department of Transport, Government of Western Australia. September 1989.  Accessed at State Records Office of Western Australia, Perth
5. ^ ^{a b c d e f g h} Northern Suburbs Rapid Transit Study (File 8722/1). Perth, Western Australia: Department of Transport, Government of Western Australia. 1987.  Accessed at State Records Office of Western Australia, Perth
6. ^ Nicholson, Brendan (5 June 1988). "New super buses plan for city link". The West Australian.  Accessed at State Records Office of Western Australia, Perth
7. ^ ^{a b c d} "Highway a $41m mistake". The Australian. 2 February 1988.  Accessed at State Records Office of Western Australia, Perth
8. ^ Public Transport for Perth's Northern Suburbs - A summary of the Northern Suburbs Rapid Transit System. Perth, Western Australia: Travers Morgan, Pack Poy and Kneebone, Blackwell and Associated, Uloth and Associates for the Department of Transport, Government of Western Australia. September 1989.  Pg. 4, Accessed at State Records Office of Western Australia, Perth
9. ^ Public Transport for Perth's Northern Suburbs - A summary of the Northern Suburbs Rapid Transit System. Perth, Western Australia: Travers Morgan, Pack Poy and Kneebone, Blackwell and Associated, Uloth and Associates for the Department of Transport, Government of Western Australia. September 1989.  Pg. 5, Accessed at State Records Office of Western Australia, Perth
10. ^ Public Transport for Perth's Northern Suburbs - A summary of the Northern Suburbs Rapid Transit System. Perth, Western Australia: Travers Morgan, Pack Poy and Kneebone, Blackwell and Associated, Uloth and Associates for the Department of Transport, Government of Western Australia. September 1989.  Pg. 2, Accessed at State Records Office of Western Australia, Perth
11. ^ Public Transport for Perth's Northern Suburbs - A summary of the Northern Suburbs Rapid Transit System. Perth, Western Australia: Travers Morgan, Pack Poy and Kneebone, Blackwell and Associated, Uloth and Associates for the Department of Transport, Government of Western Australia. September 1989.  Pg. 8, Accessed at State Records Office of Western Australia, Perth
12. ^ ^{a b} "Liberals against train". The West Australian. 23 January 1989.  Accessed at State Records Office of Western Australia, Perth
13. ^ ^{a b c} Northern Suburbs Transit System: Transport Study Report. Perth, Western Australia: Urban Rail Electrification Steering Committee, Government of Western Australia. 1989.  Pg. 4, Accessed at J S Battye Library, Perth
14. ^ Northern Suburbs Transit System: Transport Study Report. Perth, Western Australia: Urban Rail Electrification Steering Committee, Government of Western Australia. 1989.  Pg. 6, Accessed at J S Battye Library, Perth
15. ^ ^{a b} Northern Suburbs Transit System: Transport Study Report. Perth, Western Australia: Urban Rail Electrification Steering Committee, Government of Western Australia. 1989.  Accessed at J S Battye Library, Perth
16. ^ ^{a b} "Raise rail, says Kingsley man". Wanneroo Times. 25 May 1989.  Accessed at State Records Office of Western Australia, Perth
17. ^ Perth - Joondalup Railway Act 1989. Perth, Western Australia: State Law Publisher, Government of Western Australia. 1989. 
18. ^ "History at a Glance, 1976-2000". Public Transport Authority. Archived from the original on 2007-04-30. http://web.archive.org/web/20070430031424/http://www.pta.wa.gov.au/scripts/viewarticle.asp?NID=1823. Retrieved 2007-06-05. 
19. ^ ^{a b c d e f g} Northern Suburbs Transit System; Perth to Joondalup Railway; Progress Summary - June 1991. Perth, Western Australia: The Urban Rail Electrification Committee, Government of Western Australia. 1991.  Pg. 1, Accessed at J S Battye Library, Perth
20. ^ Northern Suburbs Transit System; Perth to Joondalup Railway; Progress Summary - June 1991. Perth, Western Australia: The Urban Rail Electrification Committee, Government of Western Australia. 1991.  Pg. 16, Accessed at J S Battye Library, Perth
21. ^ ^{a b} Northern Suburbs Transit System; Perth to Joondalup Railway; Progress Summary - June 1991. Perth, Western Australia: The Urban Rail Electrification Committee, Government of Western Australia. 1991.  Pg. 6, Accessed at J S Battye Library, Perth
22. ^ Northern Suburbs Transit System; Perth to Joondalup Railway; Progress Summary - June 1991. Perth, Western Australia: The Urban Rail Electrification Committee, Government of Western Australia. 1991.  Pg. 17-18, Accessed at J S Battye Library, Perth
23. ^ Northern Suburbs Transit System; Perth to Joondalup Railway; Progress Summary - June 1991. Perth, Western Australia: The Urban Rail Electrification Committee, Government of Western Australia. 1991.  Pg. 13, Accessed at J S Battye Library, Perth
24. ^ Northern Suburbs Transit System; Perth to Joondalup Railway; Progress Summary - June 1991. Perth, Western Australia: The Urban Rail Electrification Committee, Government of Western Australia. 1991.  Pg. 21-22, Accessed at J S Battye Library, Perth
25. ^ Northern Suburbs Transit System; Perth to Joondalup Railway; Progress Summary - June 1991. Perth, Western Australia: The Urban Rail Electrification Committee, Government of Western Australia. 1991.  Fig. 2, Accessed at J S Battye Library, Perth
26. ^ ^{a b} Northern Suburbs Transit System; Perth to Joondalup Railway; Progress Summary - June 1991. Perth, Western Australia: The Urban Rail Electrification Committee, Government of Western Australia. 1991.  Pg. 5, Accessed at J S Battye Library, Perth
27. ^ Northern Suburbs Transit System: Fitzgerald Street Bus Bridge: Interim Report. Perth, Western Australia: Bruechle Gilcrist and Evans Pty Ltd. 1988.  Accessed at J S Battye Library, Perth
28. ^ Letter from Rawlinsons WA to Bruechle Gilcrist and Evans Pty Ltd, Northern Suburbs Transit System: Fitzgerald Street Bus Bridge: Interim Report. Perth, Western Australia: Bruechle Gilcrist and Evans Pty Ltd. 1988.  Accessed at J S Battye Library, Perth
29. ^ "Perth Arena Bus Bridge". georgiogroup. http://www.georgiou.com.au/cproot/152/3807/Roadbuilder_October_08_-_Perth_Arena_Bus_Bridge_Editorial.pdf. Retrieved 2009-02-04. ^{[dead link]}
30. ^ ^{a b c d e f g h i j k l m n} File 02957 SC V2; Finance: Rail Infrastructure Funding Scheme: Northern Suburbs Railway (Perth to Joondalup): Financial Arrangements with Westpac. Perth, Western Australia: Western Australian Government Railways, Government of Western Australia. 1989.  Accessed at J S Battye Library, Perth
31. ^ ^{a b c d e} Northern Suburbs Transit System, Currambine to Butler Extension, Interim Master Plan. Perth, Western Australia: Urban Rail Planning and Implementation Steering Committee, Department of Transport, Government of Western Australia. 2000.  Pg. 1, Accessed at J S Battye Library, Perth
32. ^ Northern Suburbs Transit System, Currambine to Butler Extension, Interim Master Plan. Perth, Western Australia: Urban Rail Planning and Implementation Steering Committee, Department of Transport, Government of Western Australia. 2000.  Pg. 89, Accessed at J S Battye Library, Perth
33. ^ Northern Suburbs Transit System, Currambine to Butler Extension, Interim Master Plan. Perth, Western Australia: Urban Rail Planning and Implementation Steering Committee, Department of Transport, Government of Western Australia. 2000.  Pg. 55-56, 65, 67-71, Accessed at J S Battye Library, Perth
34. ^ Northern Suburbs Transit System, Currambine to Butler Extension, Interim Master Plan. Perth, Western Australia: Urban Rail Planning and Implementation Steering Committee, Department of Transport, Government of Western Australia. 2000.  Pg. 74, Accessed at J S Battye Library, Perth
35. ^ Northern Suburbs Transit System, Currambine to Butler Extension, Interim Master Plan. Perth, Western Australia: Urban Rail Planning and Implementation Steering Committee, Department of Transport, Government of Western Australia. 2000.  Pg. 4, Accessed at J S Battye Library, Perth
36. ^ Northern Suburbs Transit System, Currambine to Butler Extension, Interim Master Plan. Perth, Western Australia: Urban Rail Planning and Implementation Steering Committee, Department of Transport, Government of Western Australia. 2000.  Pg. 3, Accessed at J S Battye Library, Perth
37. ^ ^{a b c d} Northern Suburbs Transit System, Currambine to Butler Extension, Interim Master Plan. Perth, Western Australia: Urban Rail Planning and Implementation Steering Committee, Department of Transport, Government of Western Australia. 2000.  Pg. 9, Accessed at J S Battye Library, Perth
38. ^ Northern Suburbs Transit System, Currambine to Butler Extension, Interim Master Plan. Perth, Western Australia: Urban Rail Planning and Implementation Steering Committee, Department of Transport, Government of Western Australia. 2000.  Pg. 10, Accessed at J S Battye Library, Perth
39. ^ Northern Suburbs Transit System, Currambine to Butler Extension, Interim Master Plan. Perth, Western Australia: Urban Rail Planning and Implementation Steering Committee, Department of Transport, Government of Western Australia. 2000.  Pg. 40, Accessed at J S Battye Library, Perth
40. ^ ^{a b c d e} Northern Suburbs Transit System, Currambine to Butler Extension, Interim Master Plan. Perth, Western Australia: Urban Rail Planning and Implementation Steering Committee, Department of Transport, Government of Western Australia. 2000.  Pg. 39, Accessed at J S Battye Library, Perth
41. ^ ^{a b} Northern Suburbs Transit System, Currambine to Butler Extension, Interim Master Plan. Perth, Western Australia: Urban Rail Planning and Implementation Steering Committee, Department of Transport, Government of Western Australia. 2000.  Pg. 37, Accessed at J S Battye Library, Perth
42. ^ "Joondalup Line Extension". Public Transport Authority. http://www.pta.wa.gov.au/Projects/JoondalupLineExtension/tabid/245/Default.aspx. Retrieved 2009-11-29. 
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Further reading

• Johnstone, Peter (1989) The Northern Suburbs Railway Perth, W.A. Department of Transport, W.A, DOT report; no. 332