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Should it become necessary an additional road corridor would be built, most likely as a tunnel. This would obviously still be very expensive and I'd suggest would require a component of private funding. In other words, a toll road.In the meantime, there are solutions to increase capacity within the Kwinana corridor. An incremental improvement may be achieved with ramp metering. An additional traffic lane can also be added in each direction essentially by using the space reserved for stopping lane and conversion into a managed motorway (much as has been done with the tunnel and planned for Leach south of Tonkin at ultimate design). This though I imagine would result in a reduced speed limit of 80 km/h along any actively managed section. Significant upgrades to the arterial road network through the eastern suburbs (Gateway WA and Northlink WA) will also provide an alternative north/south route and hence the potential for further incremental relief on the Mitchell/Kwinana corridor.A question with the rail route is how many patrons are taking the train instead of driving because of that 12-minute saving and more direct access to the heart of the CBD via the stations under William street ?A second longer term question is that of capacity on the Armadale line if it had been used as part of the Mandurah route and indeed the main Perth station itself when one considers the upcoming expansion of the urban rail network to the Airport/Forrestfield and in the longer term to Ellenbrook.The big transport sin of Labor's time in office in WA in my view was their attitude to Roe8 and the FEB. The trench being planned adjacent to High Street as part of Perth Freight Link could have just as easily used the FEB corridor.
Should it become necessary an additional road corridor would be built, most likely as a tunnel. This would obviously still be very expensive and I'd suggest would require a component of private funding. In other words, a toll road.
In the meantime, there are solutions to increase capacity within the Kwinana corridor. An incremental improvement may be achieved with ramp metering. An additional traffic lane can also be added in each direction essentially by using the space reserved for stopping lane and conversion into a managed motorway (much as has been done with the tunnel and planned for Leach south of Tonkin at ultimate design). This though I imagine would result in a reduced speed limit of 80 km/h along any actively managed section. Significant upgrades to the arterial road network through the eastern suburbs (Gateway WA and Northlink WA) will also provide an alternative north/south route and hence the potential for further incremental relief on the Mitchell/Kwinana corridor.
A question with the rail route is how many patrons are taking the train instead of driving because of that 12-minute saving and more direct access to the heart of the CBD via the stations under William street ?
A second longer term question is that of capacity on the Armadale line if it had been used as part of the Mandurah route and indeed the main Perth station itself when one considers the upcoming expansion of the urban rail network to the Airport/Forrestfield and in the longer term to Ellenbrook.
The big transport sin of Labor's time in office in WA in my view was their attitude to Roe8 and the FEB. The trench being planned adjacent to High Street as part of Perth Freight Link could have just as easily used the FEB corridor.
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