Yanchep line

It has been suggested that Northern Suburbs Transit System be merged into this article. (Discuss) Proposed since November 2024.

Yanchep line
A B-series train in the Mitchell Freeway median strip north of Stirling station in October 2006
Overview
Other name(s)	Northern Suburbs Railway Joondalup line (former name)
Owner	Public Transport Authority (2003–present)
Locale	Perth, Western Australia
Termini	Yanchep (north) Elizabeth Quay (south)
Continues as	Mandurah line
Stations	16
Service
Type	Suburban rail
System	Transperth
Operator(s)	Public Transport Authority (2003–present) Westrail/WAGR (1992–2003)
Depot(s)	Nowergup Mandurah (Mandurah line)
Rolling stock	Transperth B-series trains Transperth C-series trains
Ridership	16,135,201 (year to June 2024)
History
Commenced	November 1989 (November 1989)
Opened	20 December 1992 (20 December 1992) (partial) 21 March 1993 (21 March 1993) (full opening)
Last extension	14 July 2024 (14 July 2024)
Technical
Line length	54.5 km (33.9 mi)
Number of tracks	2
Character	At-grade and underground
Track gauge	1,067 mm (3 ft 6 in) narrow gauge
Electrification	25 kV 50 Hz AC from overhead catenary
Operating speed	130 km/h (81 mph)
Signalling	Fixed block signalling
Train protection system	Automatic train protection
Route map Legend 54.5 Yanchep 46.7 Eglinton 43.0 Alkimos 40.7 Butler Nowergup depot 33.2 Clarkson 29.2 Currambine 26.2 Joondalup 22.9 Edgewater 19.8 Whitfords 17.7 Greenwood 14.5 Warwick 8.8 Stirling 5.6 Glendalough 2.4 Leederville Perth 0.0 Perth Underground 0.6 Elizabeth Quay Mandurah line v t e

The Yanchep line (known as the Joondalup line prior to 14 July 2024) is a suburban railway line and service in Perth, Western Australia, linking the city's central business district (CBD) with its northern suburbs. Operated by the Public Transport Authority as part of the Transperth system, the Yanchep line is 54.5 kilometres (33.9 mi) long and has sixteen stations. It commences in a tunnel under the Perth CBD as a through service with the Mandurah line. North from there, the line enters the median strip of the Mitchell Freeway, where nine of the line's stations are. The Yanchep line diverges from the freeway to serve the centre of Joondalup and permanently leaves the freeway north of Butler for the northernmost four stations to Yanchep.

Planning for a rapid transit service to the northern suburbs began in 1987. After several transport modes were considered, including bus rapid transit, an electric railway was chosen. Known during planning and construction as the Northern Suburbs Railway, the project was approved by state cabinet in December 1988 and construction began in November 1989. The line was built under several different contracts, with the total cost of the original project being A$277 million. It used widely-spaced stations with bus interchanges and large park-and-rides, distinguishing the line from Perth's three existing rail lines. The line opened on 20 December 1992 as the Joondalup line to limited service and with three stations: Leederville, Edgewater and Joondalup. Four more stations opened in February 1993, and on 21 March 1993, peak service and feeder bus routes commenced. The final station, Currambine, opened on 8 August 1993.

An extension north to Clarkson station and rebuild of Currambine station opened on 4 October 2004, which coincided with the introduction of B-series trains. On 29 January 2005, Greenwood opened as an infill station. The Joondalup line originally through-ran with the Armadale line via Perth station, but in 2005, the line started terminating at Perth station, and on 15 October 2007 the line was rerouted through a new tunnel under the CBD, with two new stations: Perth Underground and Elizabeth Quay. The Mandurah line opened on 23 December 2007 to connect with the southern end of that tunnel. An extension north to Butler station opened on 21 September 2014 and a three station extension north to Yanchep station was opened on 14 July 2024, upon which the line became the Yanchep line.

B-series and C-series trains are the main rolling stock used on the Yanchep line. End-to-end services run at a fifteen minute headway, reducing to a ten minute headway in peak. Additional peak services run between Perth and Whitfords or Clarkson stations, making for a five minute headway on inner sections of the line. The travel time from Yanchep to Perth Underground is 49 minutes. The Yanchep line received 16,135,201 boardings in the 2023–24 financial year, making it the second busiest line in the Transperth system, after the Mandurah line.

The 1955 Plan for the Metropolitan Region, Perth and Fremantle, also known as the Stephenson–Hepburn Report, proposed a 12-mile (19 km) railway line branching off the Eastern Railway (Fremantle line) at Daglish, then heading west to Reabold Hill and then north to Whitfords Beach via City Beach, Scarborough, and North Beach. The branch was planned to have about eight or nine stations and projected to have about 20,000 daily passenger journeys. The report also proposed a highway to Yanchep, now known as the Mitchell Freeway.^[1][2] When the Metropolitan Region Scheme was adopted in 1963 though, the land for the proposed highway was reserved but the not the land for the proposed railway.^[3][4]

The Northern Suburbs Rapid Transit Study was commissioned in 1987 by Transperth and the Department of Transport at the request of the Government of Western Australia. The study, published in September 1988 and written by a team of consultants, considered the mode of transport to use and the route to take.^[5] Routes considered were along West Coast Highway, Marmion Avenue, the western side of the Mitchell Freeway, the median strip of the Mitchell Freeway, the eastern side of the Mitchell Freeway, Wanneroo Road, and Alexander Drive. The median strip of the Mitchell Freeway was determined to have the lowest cost and least environmental impact out of each of the routes.^[6] Transport modes considered by the study were buses on a separate roadway, buses on a guided busway (like the O-Bahn Busway in Adelaide), light rail, heavy rail, automated rubber-tyred trains, high-capacity monorail, and an automated people mover system. A monorail or automated people mover were ruled out due to the cost and unproven nature of those technologies. Light rail was also ruled out due to having a lower operating speed than other modes and the desire to not introduce another mode to Perth's transport system.^[6] A bus expressway, guided busway and electric railway along the Mitchell Freeway were all shortlisted for further consideration.^[6][7]

Public consultation found that 41.0 percent of people preferred an electric railway, 34.4 percent preferred a bus expressway, 19.3 percent preferred a guided busway, 3.2 percent did not want any rapid transit, and 2.2 percent preferred some other option. The people who preferred rail chose it because of its greater comfort, lower pollution and less crowding. The people who preferred the bus options chose them because there would be no transfer for trips into the Perth central business district (CBD) and the bus options would cost less than a railway.^[8] The study suggested that the bus options could be built in multiple stages and the rail option could first be built between Perth and Warwick and later be extended to Joondalup.^[9] The two bus options were projected to increase northern suburbs public transport patronage by fourteen percent and the rail option was projected to increase patronage by nine to twelve percent, which was less than the bus options because of the time taken to transfer from bus to train.^[10] The net cost of the railway was estimated to be A$145 million, compared to $87 million for the guided busway and $79 million for the bus expressway.^[11] The Northern Suburbs Rapid Transit Study concluded that either of the bus options were preferred over the electrified railway, and that further studies should determine whether to build a bus expressway or a guided busway.^[12]

In response to the Northern Suburbs Rapid Transit Study, the state minister for transport, Bob Pearce, set up an expert panel consisting of Murdoch University Associate Professor Peter Newman, Tyne and Wear Transport Director General David F. Howard, and University of Pennsylvania Professor Vukan Vuchic.^[13] The expert panel concluded that an electrified railway would be the best option instead of a bus rapid transit system.^[14] They costed an electric railway at $124 million and gave a lower operating cost for the railway compared to the bus options, making up the difference in cost within 12 to 15 years.^[15] The expert panel criticised the Northern Suburbs Rapid Transit Study for concentrating on commuters travelling to the CBD and said that the bus system it recommended would not serve people doing short or local trips well.^[16] The panel said that other cities show that a rail trunk line with feeder buses would attract more passengers.^[17] State cabinet officially approved the railway option in December 1988, with the line planned to fully open by the end of 1992.^[18] The Liberal Party supported plans for a bus lane within the Mitchell Freeway, which prompted Pearce to claim that the Liberals did not want the railway.^[19][20]

The Northern Suburbs Transit System Master Plan was released in November 1989. It laid out the route of the Northern Suburbs Railway and works proposed to occur. The railway was to be 29 kilometres (18 mi) long and have seven new stations: Glendalough, Warwick, Whitfords, Edgewater, Joondalup, and Burns (later renamed Currambine). It also gave the option of building stations at Oxford Street in Leederville, Wishhart Street between Stirling and Warwick, or Hepburn Avenue between Warwick and Whitfords.^[21] The railway's planned route was mostly along the median strip of the Mitchell Freeway, deviating in the Perth central business district (CBD) to reach Perth station and in Joondalup to service the future city centre of Joondalup. A section between Joondalup and Burns was to be west of the future freeway, which at the time only reached as far north as Ocean Reef Road. The section through Joondalup was to be in a trench below surface level to allow for roads to bridge across.^[22] The railway was to be fully grade separated with no level crossings, unlike Perth's existing rail network.^[23]

The decision to locate the Northern Suburbs Railway in the Mitchell Freeway's median strip was made to reduce costs as the freeway was already grade separated from other roads and had its own right of way. The disadvantage of freeway-running railways is that access to the stations is more difficult, with walking distance in earlier plans from a bus interchange to the platform being between 70 metres (230 ft) and 180 metres (590 ft), and even longer for park and ride passengers. Earlier plans also had limited shelter and facilities at each station.^[24] This was deemed bad for patronage, so the master plan instead located bus interchanges closer to the station platform. In the cases of Stirling, Warwick and Whitfords stations, the bus interchanges are on a bridge directly above the train platforms.^[25] The feeder buses were planned to run between pairs of adjoining stations at a 10 to 15 minute headway in peak, covering the area between Wanneroo Road and the coastline. According to forecasts, two thirds of Northern Suburbs Railway passengers would use the feeder buses and 120 buses would be required. The opening of the railway would allow for express buses along the Mitchell Freeway to be phased out.^[26]

Much of the Mitchell Freeway was designed with provisions for a public transport corridor in its median strip. However, a 5-kilometre (3 mi) section between Loftus Street in Leederville and Hutton Street in Osborne Park was not. This section was built as just a single carriageway with a dividing barrier. On that section, a second carriageway, which now carries the freeway's northbound lanes, was planned to be constructed. Additional bridges would be built across Vincent Street, Powis Street, and Scarborough Beach Road for the new carriageway and the railway. Twelve other road bridges and nine pedestrian bridges needed minor modifications so that there was enough clearance for the overhead wires, and four bridges over the railway in Joondalup needed to be constructed.^[27][28] The master plan said that alterations to Perth station were required. This included a new platform at the station's northern side, a new concourse west of the Horseshoe Bridge, and an extra span on the Barrack Street bridge.^[29] New stowage tracks at Claisebrook depot would be required, and trains would also be stored at Whitfords station temporarily and at Currambine station.^[23]

The total cost of the Northern Suburbs Railway was estimated to be $222.8 million (equivalent to $530 million in 2022), of which $133.17 million was for the railway's construction and $89.63 million was for the acquisition of 22 two-car electric multiple unit trains. An additional $27 million for the works to widen the Mitchell Freeway between Leederville and Osborne Park was funded separately^[30] and managed by the Main Roads Department.^[28] The rest of the construction works were managed by Westrail. The $222.2 million was higher than the $150 million estimated in 1988 due to an underestimation in the cost of some parts of the project, increased facilities at stations, more bridges, the extension to Currambine which was not accounted for, additional railcars due to higher forecasted demand, and inflation.^[31] The railway was planned to opened between Perth and Joondalup by the end of 1992 and from Joondalup to Currambine by the end of 1993.^[32]

In November 1989, the Fremantle line was realigned north between Perth station and the Mitchell Freeway to make way for the Roe Street tunnel. Premier of Western Australia Peter Dowding hammered in the first spike on 14 November 1989, marking the start of construction.^[33][34] That year, the Parliament of Western Australia passed an enabling act authorising the construction of the railway, and on 15 January 1990, the act received royal assent.^[35][36]

By the end of 1990, earthworks at Joondalup and the Mitchell Freeway roadworks between Loftus Street and Hutton Street were underway. The project's first contract was awarded in December 1990 to Remm Constructions.^[37] It was a $4.3 million contract for the construction of the walls of the tunnel under Roe Street.^[37][38][39] The tunnel is 130 metres (430 ft) long, with 250-metre-long (820 ft) ramps at each end. The tunnel and ramp's route partially followed a bus on ramp from Roe Street to the freeway, allowing the reuse of a bridge carrying the Mitchell Freeway's westbound carriageway above the bus lane. A temporary bus on ramp was used until the railway was opened.^[39] The tunnel walls were constructed using secant piles. The close proximity of the tunnel to the Mitchell Freeway's bridge footings complicated the construction process and necessitated preventing any ground movement.^[37][40] The tunnel's second contract, for the excavation and construction of the floor and roof, was awarded to Leighton Contractors. Construction on that phase was planned to take place in the second half of 1991.^[39] The tunnel's total cost was about $8–9 million.^[37][39]

The second Mitchell Freeway carriageway between Loftus Street and Hutton Street passed in close proximity to the environmentally sensitive Lake Monger.^[28] After criticism over the encroachment on the lake,^[41][42] Premier Carmen Lawrence announced in July 1990 that a review of the plans would be undertaken by Peter Newman in cooperation with Main Roads engineers.^[43] In response to Newman's report, the new carriageway was scaled back from five lanes to four.^[44][45][46] About 650,000 tonnes (640,000 long tons; 720,000 short tons) of sand from the Joondalup area was used to compact the marshy soil next to the lake.^[28] Most of the Mitchell Freeway roadworks were done in-house by Main Roads Department staff,^[28] but the road and rail bridges across Vincent Street, Powis Street, and Scarborough Beach Road were built by Leighton Contractors for $8.8 million. Work started on those bridges in April 1991. The bridges were incrementally launched to avoid disruption to road traffic.^[47] Three cable-stayed footbridges across the freeway were also constructed by Leighton Contractors under a separate $5.3 million contract. The Britannia Road footbridge was new, while the Oxford Street and Leeder Street bridges were replacing old footbridges that were not long enough for the widened freeway. The latter two footbridges provide access to Leederville and Glendalough stations respectively.^[48][49] The new northbound Mitchell Freeway carriageway opened on 21 June 1992, after eighteen months of construction, allowing railway work along that section to begin.^[50]

The Fitzgerald Street level crossing, used by buses to access the Wellington Street bus station, was relocated 250 metres (820 ft) west to avoid intersecting with the Northern Suburbs Railway.^[51][52] The master plan said the level crossing should be replaced by a bridge,^[53] but parliament passed legislation in November 1991 to prevent the bridge from being built without the government consulting the Perth City Council, residents and businesses.^[54][55] The legislation was introduced to parliament by the independent member for Perth, Ian Alexander, who wanted the railway tunnelled and a ground-level bus road built instead, calling the bridge a "cheap and nasty solution". Transport Minister Pam Beggs said that tunnelling the railway would cost an additional $11 million and that she would rather spend money on the outer suburbs.^[56] Beggs submitted a report to the Legislative Assembly detailing consultation with the stakeholders, but a resolution to build the bridge failed to pass, leading to the bridge's cancellation.^[57] The new level crossing opened in March 1993.^[58] A nearby bridge next to the Mitchell Freeway ended opening in 2010 as part of the construction of Perth Arena.^[59][60]

External images
A train carrying ballast via Rail Heritage WA
A train carrying rails during tracklaying via Rail Heritage WA
An ADK diesel multiple unit during testing via Rail Heritage WA

The overhead line equipment was built by Barclay Mowlem as an extension to their contract for the electrification of the existing rail network.^[61] Installation of the masts for the overhead line equipment was underway by April 1992. The masts were manufactured by Delta Corporation.^[62][63] Unusually, the masts were installed before the tracks were laid, as track laying was delayed by the Mitchell Freeway works.^[64] Track laying by Westrail started in July 1992, starting at the southern end and heading north.^[65][66] This was paused by a week-long strike by Westrail locomotive drivers in October 1992.^[67][68] In November 1992, a $1.2 million contract was awarded to TG Industries to supply a galvanised steel barrier between the railway and the Mitchell Freeway.^[69] The master plan only called for crash barriers at stations, where the tracks are below freeway level, and a few other circumstances.^[70] A $2.8 million contract for the construction of Currambine station was awarded to Doubikin Constructions in November 1992 as well.^[69] The Edgewater substation was turned on for the first time on 31 October 1992, and the overhead line equipment was energised on 1 November 1992.^[71][72][73] On 20 November 1992, the first A-series train ran on the railway,^[74] and on 14 December 1992, driver training commenced, a week later than planned due to strikes by Westrail locomotive drivers in November 1992.^[75]

The first stage of the Joondalup line was officially opened on 20 December 1992 by Premier Carmen Lawrence and Transport Minister Pam Beggs. This involved the opening of Leederville, Edgewater and Joondalup stations. The West Australian newspaper reported that hundreds of people attended the opening of Leederville and Edgewater stations, and thousands of people attended the opening of Joondalup station, but that the state opposition criticised the opening ceremonies by saying that they were an "expensive political extravaganza". From 21 December, train services ran under a limited service "discoveride" brand, meaning that train services had a limited frequency of every half-an-hour and only operated between 9:30 am and 2:30 pm.^{[76][77][78][79]}

The remaining four stations opened throughout February 1993: Whitfords on 14 February,^[80] Glendalough and Stirling on 21 February,^[81] and Warwick on 28 February.^[82] Full service on the line between Perth and Joondalup was originally scheduled to commence on 7 March 1993,^[83] but was delayed by two weeks as driver training took longer than expected.^[84] Full service commenced on 21 March 1993. This included trains in peak hour for the first time and feeder buses servicing the Joondalup line's bus interchanges.^[85][86][87] Bus routes along the Mitchell Freeway were withdrawn, which included some of Perth's busiest bus routes, such as the 396 to Warwick.^[88][89] The bus changes encountered resistance, particularly for their impact on schoolchildren,^[90][91] which led to the retention of two of the school bus services that were planned to be cancelled.^[87] Services to and from Joondalup through ran with the Armadale line, while services to and from Whitfords terminated at Perth.^[92] Recently-appointed Coalition Transport Minister Eric Charlton held a small opening ceremony at Joondalup station, in contrast to the large opening ceremony conducted by the Labor government in December 1992.^[85][87] He also highlighted the increased operating costs that the new line would have and the debt resulting from the line's construction, which was used as a justification for a fare increase.^[87][93][94] The final part of the Northern Suburbs Railway, the 3 kilometres (1.9 mi) from Joondalup to Currambine station, opened on 8 August 1993. The final cost was $277 million.^[95][96]

In 1995, the government began planning an extension north of Currambine.^[97] During the 1996 state election campaign, Liberal Premier Richard Court committed to constructing an extension from Currambine to Clarkson by 2000 for $28 million, plus $12 million for additional rolling stock.^[98][99] In December 1997, the state government also committed to building Greenwood station at Hepburn Avenue,^[100] which was one of the sites given for an optional station by the 1989 master plan.^[21] Parliament passed an enabling act for the extension to Clarkson and the construction of the Mandurah line in November 1999.^[101]

In June 2000, it was announced that the completion of the Clarkson extension had been delayed until 2003.^[99] Later that month, the Currambine to Butler Extension Master Plan was released. It detailed the plans for the extension north to Clarkson, the construction of Greenwood station, and a later extension to Butler.^[102][103] The extension to Clarkson was planned to be within the freeway's median, for consistency with the rest of the Joondalup line and the planned Mandurah line,^[104] and for "environmental and social benefits".^[105] This meant that Currambine station would have to be rebuilt, as the original station was on the western side of the future Mitchell Freeway rather than the median.^[102][104] Other works proposed in the master plan were for the construction of a railcar depot in Nowergup north of Clarkson station to allow for more trains and replace the stowage facility at Currambine, and extensions to all the platforms along the line to allow for six-car trains.^[106] The estimated cost of the whole project was $58 million for the infrastructure, and $23 million for the additional rolling stock, for a total of $81 million.^[103][107] By October, the cost had risen to $99 million.^[108]

The first contract for the Clarkson extension was awarded in March 2001, when Brierty Contractors signed a $14 million earthworks contract.^[109] Work began in May 2001^[110][111] and was completed in November 2002.^[112] In July 2001, the contract for the construction of the rail bridge over Burns Beach Road was awarded to Transfield Pty Ltd for $1.7 million.^[109][113] The bridge was completed in May 2003.^[114] In April 2002, Barclay Mowlem and Alstom were awarded a contract worth $17 million for the rail infrastructure for the extension.^[109] This contract included the design and construction of the track, traction power, signalling and communications systems, as well as track relocation at Greenwood station.^[115] The $3.2 million contract for the construction of Currambine station was awarded to John Holland Group in March 2002,^[109] and in November 2002, an $8.7 million contract was awarded to Transfield for the construction of Clarkson station.^[116] In February 2004, a $6.8 million contract to build Greenwood station was awarded to John Holland Group.^[117][118] Construction of Greenwood station began in March 2004.^[119][120]

The contract for the platform extensions was awarded to Lakis Constructions in 2003 for $4.8 million.^[121] By April 2004, the extensions at Leederville and Edgewater stations were complete.^[122] The extensions at Warwick and Whitfords stations were complete by July 2004, and the extensions at Glendalough, Stirling and Joondalup stations were complete soon after that, ready for the extension to Clarkson to open.^[123]

Nowergup depot, which cost $36 million, officially opened in June 2004.^[124] The extension to Clarkson and new Currambine station opened on 4 October 2004, the same day on which the first five Transperth B-series trains entered service on the Joondalup line.^{[125][126][127]} The railway line south of Currambine station was largely left as is, and was not relocated until the Mitchell Freeway was extended to Burns Beach Road in 2007 and 2008 by Macmahon Contractors. This extension also involved the construction of a tunnel to carry the railway line under the freeway.^{[128][129][130]} On 29 January 2005, Greenwood station was opened by Premier Geoff Gallop and Minister for Planning and Infrastructure Alannah MacTiernan.^[131]

In March 1999, the South West Metropolitan Railway Master Plan was approved by the state government. It was to branch off the Armadale line at Kenwick to head to Mandurah, south of Perth.^[132] It was chosen that the Joondalup line would through-run with the Mandurah line upon its opening, instead of the Armadale line. This was because both lines had similar levels of demand, with six-car trains required to meet demand on both lines.^[133] Following the election of a Labor government, in July 2001, the state government announced that the proposed South West Metropolitan Railway would be rerouted via the Kwinana Freeway, with a tunnel under the Perth CBD to connect the Mandurah line to the Joondalup line.^[134][135] A new master plan was released in August 2002.^[136][137] The master plan divided the Mandurah line's construction into several packages, with Package F being for the construction of the tunnel under the Perth CBD and connection with the Joondalup line, also known as the City Project.^[138][139]

The contract for the City Project was awarded to Leighton–Kumagai Gumi in February 2004 for $324.5 million.^[140] With the opening of the Thornlie line, through services to the Armadale line ceased on 8 August 2005 and Joondalup line trains began terminating at Perth station, in preparation for through running with the Mandurah line.^[141][142] The City Project reached practical completion in September 2007.^[143] From 7 October to 14 October 2007, the Joondalup line was shut down between Leederville and Perth stations and the Fremantle line was fully shut down to connect the tunnel tracks to the Joondalup line.^[144][145] The Joondalup line reopened on 15 October 2007 with its new southern terminus at Esplanade station.^[146][147] The Mandurah line opened on 23 December 2007.^[144][148]

The first contract for the Butler extension, for earthworks north of Nowergup depot to Landbeach Boulevard, a distance of 4 kilometres (2 mi), was awarded to RJ Vincent & Co for $6 million in December 2010.^[149][150] A second contract was awarded in May 2011, to Bocol Constructions and RJ Vincent & Co for $9.8 million. This was for the construction of three bridges to cross over the Butler extension and associated works.^[151][152] By June 2012, Cooper and Oxley had been awarded the contract for Butler station's construction, worth $22 million.^[153][154] Construction on the station began on 16 July 2012.^[155] By October 2012, earthworks and bridge construction was complete, allowing track laying to commence. The $24 million track laying contract had been awarded to John Holland Group.^[156] In November 2012, the contract for signalling was awarded to Ansaldo STS Australia for $19.7 million.^[157][158] By October 2013, track laying was eighty percent complete,^[159] and by April 2014, Butler station was complete.^[160]

The first train ran on the Butler extension on 25 August 2014,^[155] with train driver familiarisation beginning after that.^[161] The extension was opened on 21 September 2014 by Premier Colin Barnett and Minister for Transport Dean Nalder, three months early and $20 million under budget.^{[162][163][164]} Following the opening of the extension to Butler, some nearby residents experienced excessive vibrations when trains passed by, with a petition complaining about the problem gaining 178 signatures. Acoustic matting was used for parts of extension, but not the area closest to Butler station, which was where the complaints were coming from.^{[165][166][167]} The results of noise monitoring were released in December 2014. The results concluded that noise and vibration levels near Butler station were within acceptable limits, but another section of the extension was above acceptable limits, so a larger noise wall was built there.^[168]

Labor promised ahead of the 2017 state election that it would build the Yanchep Rail Extension as part of its revised Metronet plans. It was promised that the extension would open in 2021 and cost $386 million.^[169] The September 2017 state budget gave the Yanchep Rail Extension a cost of $520.2 million.^{[170][171][172]} The business case for the Yanchep Rail Extension was submitted to Infrastructure Australia in August 2017.^[173] In November 2018, Infrastructure Australia released its assessment of the project, adding the project to the Infrastructure Priority List as a "High Priority Project" and giving it a projected economic benefit of $2.549 billion and a benefit–cost ratio of 2.6. Infrastructure Australia recommended that the contract for the Thornlie–Cockburn Link be combined with the contract for the Yanchep Rail Extension to save costs during procurement.^{[174][175][176]} The Infrastructure Australia assessment allowed $700 million in federal funding to be spent on the Yanchep Rail Extension and the Thornlie–Cockburn Link, of which $350 million was for the Yanchep Rail Extension.^[177][178]

Enabling legislation was introduced to the Parliament of Western Australia in May 2018^[179][180] and passed in November 2018.^[181] The project definition plan, detailing the scope of the project, for the Yanchep Rail Extension was approved by state cabinet in July 2018.^[182] A request for proposal was released in September 2018 for the design and construct contract for the Yanchep Rail Extension and the Thornlie–Cockburn Link.^[183][184] Two consortia were shortlisted in April 2019: METROconnex, a joint venture between Coleman Rail, Clough Group, and Georgiou Group; and NEWest Alliance, a joint venture between CPB Contractors and Downer.^{[185][186][187]} In November 2019, NEWest Alliance was announced as the preferred proponent,^{[188][189][190]} and the contract was awarded in the following month.^{[191][192][193]} The cost of the Yanchep Rail Extension at the time was $531.7 million.^[194]

Early works began in November 2019 and a sod turning ceremony took place on 24 November, making the Yanchep Rail Extension the second Metronet project to begin construction, after the Forrestfield–Airport Link.^[194] Major works on the Yanchep Rail Extension began in mid-2020.^[195] Construction at Alkimos station had begun by March 2021, with the first major concrete pour taking place that month.^[196]

In June 2021, PerthNow reported that work on the Yanchep Rail Extension had stalled, but the PTA was still saying the extension would open in late 2022.^[197] The government first raised the potential for a delay in July 2021,^[198] and after the September 2021 state budget, it was revealed that the Yanchep Rail Extension's opening date would be delayed by a year to late 2023 due to a skills shortage and to ease pressure on Western Australia's construction industry.^{[199][200][201]} To cut costs, the construction of a shared path along the extension was cancelled, with the decision being justified by there also being a shared path along Marmion Avenue and a proposed one to be constructed as part of the extension of the Mitchell Freeway. The decision to cancel the shared path was criticised by cycling groups and the City of Wanneroo.^{[202][203][204]} By the end of 2021, work on all three stations was underway. At Eglinton and Yanchep stations, the foundations were being poured, and at Alkimos station, retaining walls had been put up.^[205][206]

The March 2022 federal budget revealed the federal government would provide $90 million of additional funding for the project, bringing its share of the project to $440 million.^[207][208] The May 2022 state budget revealed a $175.3 million cost increase,^[209] the May 2023 state budget revealed a $375.3 million cost increase,^{[210][211][212]} and the May 2024 state budget revealed a $288 million cost increase,^[213][214] bringing the extension's total cost to $1.27 billion.^[215] The Liberal Party has readily criticised the cost increases, saying the money should instead be spent on healthcare among other things, but Transport Minister Rita Saffioti blamed the cost increases on increases in the cost of steel, diesel, and concrete, and the COVID-19 pandemic.^{[216][217][218]}

After the May 2023 budget, the government said that the Yanchep extension "is due for completion at the end of 2023, with services commencing in the new year"^[219] That month, the first 2.7 kilometres (1.7 mi) of track had been laid.^[220][221] The first train ran on the Yanchep Rail Extension on 22 December 2023.^[222][223] The opening date was revealed in April 2024.^[224][225] The extension was officially opened by Premier Roger Cook and Transport Minister Saffioti on 14 July 2024,^{[216][217][218]} with celebrations occurring at Yanchep station.^[226] Regular train and bus services commenced the following day. Upon the extension's opening, the Joondalup line was renamed the Yanchep line.^[224][227]

There are provisions for a special events station to serve Arena Joondalup.^[228][229]

The proposed East Wanneroo line is planned to link the Morley–Ellenbrook line to the Yanchep line near Clarkson station.^[230]

The Yanchep line was built with 1,067 mm (3 ft 6 in) narrow gauge track.^[23] Trains are powered by 25 kV 50 Hz AC overhead line equipment^[231] powered by three substations at Sutherland Street in West Perth, Edgewater, and Nowergup.^{[232]: 121–122} The maximum speed is 110 kilometres per hour (68 mph) south of Currambine^[23] and 130 kilometres per hour (81 mph) north of Currambine.^[232] The line has used automatic train protection since it opened and is signalled to allow for headways as low as three minutes using fixed block signalling.^[23] As part of the High Capacity Signalling Project, the signalling system will be replaced by a moving block system using communications-based train control (CBTC), allowing for higher frequencies.^[233][234] As of 2021, the CBTC system is planned to be implemented on the Joondalup and Mandurah lines by June 2029.^[235]

Transperth system map, with the Yanchep line in green

The Yanchep line runs from Perth Underground station in the south to Yanchep station in the north, a distance of 54.5 kilometres (33.9 mi). South of Perth Underground station, the line continues as the Mandurah line,^[232] although trains in the 0.6-kilometre (0.4 mi) tunnel south of Perth Underground station to Elizabeth Quay station are considered to be part of the Yanchep line and Mandurah line simultaneously.^[236]

North of Perth Underground station, the tunnel curves westward,^[237] passing under the Fremantle line tunnel by 1.2 metres (4 ft),^[238] before surfacing parallel to the Fremantle line, 0.6 kilometres (0.4 mi) from Perth Underground station.^[232] After 0.3 kilometres (0.2 mi), the Yanchep line dives down to enter a short tunnel and bend north to pass under Roe Street and enter the freeway's median strip, where the line bends west again. The Yanchep line continues along the Mitchell Freeway for 23 kilometres (14 mi) until it reaches Joondalup. There are seven stations along this section: Leederville, Glendalough, Stirling, Warwick, Greenwood, Whitfords, and Edgewater. South of Leederville and north of Whitfords stations are turnback sidings for trains to turn around.^[232]

At Joondalup, the Yanchep line enters a short tunnel to pass under the southbound Mitchell Freeway carriageway for a 3.3-kilometre (2.1 mi) deviation from the freeway through Joondalup.^[232] For this section, the line is in a cutting below ground level, passing under several local roads.^[22] North of Joondalup station, the Yanchep line passes under the Lakeside Joondalup Shopping Centre^[239][240] and bends west, passing under more roads. The line then bends north and enters a tunnel to pass under the southbound Mitchell Freeway carriageway to reach the freeway's median again.^[232]

North of Joondalup, the Yanchep line has two stations in the freeway median: Currambine and Clarkson. North of Clarkson station is the Nowergup depot, which is between the two main lines. After 11 kilometres (6.8 mi), the Yanchep line exits the Mitchell Freeway median for the last time by passing under the northbound carriageway, to enter the residential suburb of Butler. The remaining 16 kilometres (9.9 mi)^[232] of the Yanchep line is largely within a cutting below ground level, passing through developing residential areas and bushland.^[241] There are four stations: Butler, Alkimos, Eglinton, and Yanchep, where the line terminates. North of Yanchep station are tracks to stow trains.^[232]

The Yanchep line spans six fare zones.^[242] All stations on the Yanchep line are fully accessible except for Leederville, Stirling, and Edgewater stations, which have platform gaps that are too large. Leederville station also has a ramp that is too steep.^[243] All platforms are approximately 150 metres (490 ft) long, allowing six-car trains to stop at all stations.

Yanchep line train headways reach as low as five minutes during peak, increasing to fifteen minutes outside peak and on weekends, and half-an-hour to an hour at night. During peak, some services terminate at or commence from Whitfords or Clarkson stations. Travel time from Yanchep to Perth Underground is 49 minutes. Trains commence at around 4:30 am to 5:30 am and end at around 1 am to 2 am, with later trains on weekends.^[242]

Transperth B-series trains and C-series trains run on the Yanchep line. The B-series trains are three cars long each, and are typically coupled together to form six car sets. These trains have a maximum speed of 130 kilometres per hour (81 mph), and have two doors on each side per car.^[244] The C-series trains are six cars long, have a maximum speed of 130 kilometres per hour (81 mph), and have three doors on each side per car, which help reduce dwell times at stations compared to the B-series, making 18 trains per hour possible.^[245] Previously, there were Transperth A-series trains operating on the line. These trains are two cars long, typically coupled together to form four car sets, have a maximum speed of 110 kilometres per hour (68 mph), and have two doors on each side per car. As more B-series trains were delivered, A-series trains were moved from the Joondalup and Mandurah lines to the other lines on the network.^[246] The C-series trains entered service on 8 April 2024.^[247][248] The B-series trains will be gradually transferred onto the other lines to replace A-series trains.^[245][249] By about 2031, all trains on the Yanchep line will be C-series trains.^[235]: 79

In May 2002, the government signed a contract with EDI Rail–Bombardier Transportation for the delivery and maintenance of 31 three car B-series trains, and the construction of the Nowergup depot.^[244] In December 2006, the government signed another contract for 15 more three car B-series trains.^[250][251] The first of these additional railcars were delivered in 2009, allowing several A-series trains to be moved from the Joondalup and Mandurah lines to other lines on the network, and for frequencies to increase on most lines, including the Joondalup line.^[246] In July 2011,^[252] the government ordered 15 more three car B-series trains.^[253][254] In August 2012, this order was increased by two, to cater for the opening of Aubin Grove station on the Mandurah line. In November 2012, this order was increased by five, bringing the total order to 22 three car trains.^[252][255] By the final delivery from that order, all trains operating on the Joondalup and Mandurah lines were B-series trains.^[255] In December 2019, the government signed a contract with Alstom for the construction of 41 six car C-series trains.^[256] These trains are expected to enter service on 8 April 2024.^[247][248]

Most trains on the Yanchep line are stored and cleaned at Nowergup depot. There is also Mandurah depot on the southern end of the Mandurah line, which can store and clean a smaller number of trains. Maintenance occurs at Nowergup depot.^{[citation needed]}

By the Yanchep line's 30th anniversary on 20 December 2022, over 381 million trips had been made on the line.^[257] In the year preceding June 2024, there were 16,135,201 boardings on the Yanchep line, making it the second busiest line in the Transperth system, behind the Mandurah line.^[258]

Yanchep line annual patronage^[258]

Year	Patronage	±%
2010–11	15,611,836	—
2011–12	16,700,234	+6.97%
2012–13	17,449,891	+4.49%
2013–14	16,897,361	−3.17%
2014–15	17,105,797	+1.23%
2015–16	16,917,029	−1.10%
2016–17	16,658,559	−1.53%
2017–18	16,477,387	−1.09%
2018–19	16,531,788	+0.33%
2019–20	13,374,710	−19.10%
2020–21	11,885,779	−11.13%
2021–22	11,752,572	−1.12%
2022–23	14,045,991	+19.51%
2023–24	16,135,201	+14.87%

Graphs are unavailable due to technical issues. There is more info on Phabricator and on MediaWiki.org.

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• Longhurst, Derek (2008). 48 months, 48 minutes: Building the Perth to Mandurah Railway. Rawlhouse Publishing. ISBN 978-0-9587406-8-5.
• "Yanchep Rail Extension Project Definition Plan" (PDF). Metronet. June 2018. Retrieved 8 January 2024.

Wikimedia Commons has media related to Yanchep railway line.

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