I was at a meeting this afternoon in regards to the future Perth Airport and Freight Access Project – (about 700 million dollars).
It is all about how to accommodate the 121000 projected (for 2031) car movements per day from the new combined airport into Perth. Sure – 10% projected mode share, but also 33000 short and long term parking spots.
The PTA comment – we cannot make a business case for a train line.
Other cities have train and tram moving people directly into the airport.
A lot of work to be done……
Promoting everyday cycling three days a week (or more...)
That shows the same foresight as did closing the Fremantle rail line.
What I did not mention is that both in the interim phase and when the two terminals are combined there will be a need to connect what are the current international and domestic terminals in a manner that is not subject to the problems of peak hour traffic, so that if a person is coming in from a flight from Albany and are going to Melbourne they can transfer in a timely manner.
To this purpose the planning is for a connecting road more or less in parallel with Tonkin Highway, which includes moving the security fence etc.
I cannot help thinking that an underground train connecting these locations and continuing to Perth should be a possibility. But the PTA business case is likely to be based on airport to Perth traffic only, not on the value of inter-airport traffic.
Did I say car-centric?
The PTA are right, they cannot make a business case. The business case is so that Government can make a decision that won’t cost it too much money. But decent government is about deciding which things the community will carry the cost for. A rail link to the airport makes sense. It does not have to be financially viable.
And where are the alternatives ? If rail is such a poor decision, there may be a case for express bus lanes to link with existing rail somewhere near the Tonkin Hwy / Guildford Rd intersection. There is a concept plan for a redevelopment of Ashfield which shows a re-located station reasonably close to that location.
They could also consider building a bus (& bike ?) only off ramp to link Tonkin Hwy to Whatley Crescent. From there the bus could go to Bayswater Station.
An on ramp for the Bayswater to Airport journey might be trickier but not impossible.
If the cost of the ramps is too much to contemplate (without them the argument will be that too much time is lost and people may as well continue on by bus to or from the City) they could run up Slade St.
At the opening of the PSP extension we were advised that the PSP disconnection that occurred at the Bayswater Station car park would be resolved when the station was upgraded. It is time to think through everything that is needed in such an upgrade.
In the 90′s I had communications withn the ten minister about using the Midland-Cannington (Thornlie) Line with a Station at the Dundass St Crossing (Forrestfield). The Idea of an underground moving walkway linking the International Terminal was also considered.
I have been told that the five-year business plan for Perth Airport has an allocation for an underground rail station, but I have not seen it myself