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147-515: The need for the project 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

294-537: A Perth City Council car park, and a number of buildings, would have to be compulsorily acquired. However the planned flyover was abandoned in favour of moving the existing level crossing some 250 metres to the west of its original position underneath the Hamilton Interchange approaches. In 2008 construction began on the Perth Arena Bus Bridge, crossing Roes Street, which would offer a similar route to

441-507: A controlled-access highway along the current freeway alignment. The later plan only detailed the route up until a point east of Sorrento , at a proposed east-west controlled-access highway on the modern day Hepburn Avenue alignment. Detailed design on the first stage of the freeway, from the Narrows Bridge to Sutherland Street at the northern edge of the city, began in 1960, and took several years to be completed. The design included

588-451: A controlled-access highway along the current freeway alignment. The later plan only detailed the route up until a point east of Sorrento , at a proposed east-west controlled-access highway on the modern day Hepburn Avenue alignment. Detailed design on the first stage of the freeway, from the Narrows Bridge to Sutherland Street at the northern edge of the city, began in 1960, and took several years to be completed. The design included

735-530: A groundbreaking ceremony conducted by Premier David Brand . It was opened to traffic two years later, connected to the Narrows Bridge via a temporary Bailey bridge over Mounts Bay Road. The new road carried up to 1400 vehicles per hour during peak hours . Work on the section north of Wellington Street, known as the Hamilton Interchange, began in October 1969. It was partially opened on 17 November 1971, but

882-423: A groundbreaking ceremony conducted by Premier David Brand . It was opened to traffic two years later, connected to the Narrows Bridge via a temporary Bailey bridge over Mounts Bay Road. The new road carried up to 1400 vehicles per hour during peak hours . Work on the section north of Wellington Street, known as the Hamilton Interchange, began in October 1969. It was partially opened on 17 November 1971, but

1029-581: A 4-kilometre extension to Burns Beach Road , with a diamond interchange at Shenton Avenue and an overpass for Moore Drive. Local residents were opposed to aspects of the initial plans, such as the design of a section near a primary school and the clearing of native vegetation. The state government therefore established the Community Consultative Working Group and later the Construction Reference Group, composed of members of

1176-431: A 4-kilometre extension to Burns Beach Road , with a diamond interchange at Shenton Avenue and an overpass for Moore Drive. Local residents were opposed to aspects of the initial plans, such as the design of a section near a primary school and the clearing of native vegetation. The state government therefore established the Community Consultative Working Group and later the Construction Reference Group, composed of members of

1323-467: A complex interchange at the Narrows Bridge that was to be built on reclaimed land that was mostly soft mud. Ground improvement works, which included the installations of 43,000 sand drains, began in 1964; demolition of buildings in the freeway's path commenced in 1965. The freeway was completed in three sections, under three separate contracts. Construction on the central section from Mount Street to Wellington Street started on 18 November 1966, following

1470-467: A complex interchange at the Narrows Bridge that was to be built on reclaimed land that was mostly soft mud. Ground improvement works, which included the installations of 43,000 sand drains, began in 1964; demolition of buildings in the freeway's path commenced in 1965. The freeway was completed in three sections, under three separate contracts. Construction on the central section from Mount Street to Wellington Street started on 18 November 1966, following

1617-511: A four-year gap, construction of Stage 4 began, which would take the freeway to Erindale Road. The first half of the stage, up to Karrinyup Road, opened on 12 December 1983, while the project wasn't complete until 21 September 1984. It was opened by the state Minister for Transport, Julian Grill . This section completed 24 kilometres (15 mi) of freeway in Perth, from Bull Creek to Balcatta. The next two stages were constructed together, extending

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1764-463: A four-year gap, construction of Stage 4 began, which would take the freeway to Erindale Road. The first half of the stage, up to Karrinyup Road, opened on 12 December 1983, while the project wasn't complete until 21 September 1984. It was opened by the state Minister for Transport, Julian Grill . This section completed 24 kilometres (15 mi) of freeway in Perth, from Bull Creek to Balcatta. The next two stages were constructed together, extending

1911-487: A guided busway would be better solutions. The Northern Suburbs Transit System name has been used subsequently for additions to the original line, including the Currambine to Butler extension which was built as far as Clarkson in 2004, and extended to Butler in 2014. The transport needs of Perth's northern corridor were evaluated as far back as 1982, with the preparation of the report Transport 2000 – A Perth Study by

2058-465: A long, curving bridge, eight-span bridge connecting northbound traffic to Charles Street. The construction of this stage, which began in February 1974, resulted in the suburb of Leederville being split in two. Residential and industrial buildings were demolished, and streets were cut off on both sides of the freeway's path. The extension opened to traffic on 8 March 1976, having cost $ 15.15 million. It

2205-414: A long, curving bridge, eight-span bridge connecting northbound traffic to Charles Street. The construction of this stage, which began in February 1974, resulted in the suburb of Leederville being split in two. Residential and industrial buildings were demolished, and streets were cut off on both sides of the freeway's path. The extension opened to traffic on 8 March 1976, having cost $ 15.15 million. It

2352-418: A recommendation to State Cabinet that the financing package offered by Westpac be accepted. Her recommendation was subsequently approved by Cabinet on 20 May 1991. The final financial facility provided by Westpac was valued in 1991 at over $ 160 million, to be paid off over a period of 20 years. However, the establishment of the funding facility was not without significant incident. Substantial argument between

2499-576: 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. The study entitled Public Transport for Perth’s Northern Suburbs was completed in September 1988 by consulting firms Travers Morgan, Pack Poy and Kneebone, Blackwell and Associated, and Uloth and Associates. It evaluated a number of rapid transport options for Perth's northern corridor as well as garnering public feedback on those options. Amongst

2646-404: A selection were faster journeys, and lower capital costs. However, 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". In his response, then Minister for Transport Bob Pearce noted the recommendation by

2793-544: A southbound exit ramp and a northbound entrance ramp. All other traffic movements must be made via Mounts Bay Road. The Riverside Drive entrance ramp merges with the Mounts Bay Road northbound entrance ramp. The southbound exit ramp is similarly shared, before diverging for three destinations: Mounts Bay Road, Riverside Drive, and the Perth Convention and Exhibition Centre car park. The main northbound exit to Hay Street

2940-428: A southbound exit ramp and a northbound entrance ramp. All other traffic movements must be made via Mounts Bay Road. The Riverside Drive entrance ramp merges with the Mounts Bay Road northbound entrance ramp. The southbound exit ramp is similarly shared, before diverging for three destinations: Mounts Bay Road, Riverside Drive, and the Perth Convention and Exhibition Centre car park. The main northbound exit to Hay Street

3087-610: A southbound exit ramp to both Roe Street , and Wellington Street , Perth. The Loftus Street overpass, near the northwestern end of the Graham Farmer Freeway ramps, is the edge of the City of Perth LGA; beyond this point the freeway is the boundary between West Leederville in the Town of Cambridge and Leederville in the City of Vincent. In the northern suburbs of Perth, most of the interchanges are standard diamond interchanges , and

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3234-453: A southbound exit ramp to both Roe Street , and Wellington Street , Perth. The Loftus Street overpass, near the northwestern end of the Graham Farmer Freeway ramps, is the edge of the City of Perth LGA; beyond this point the freeway is the boundary between West Leederville in the Town of Cambridge and Leederville in the City of Vincent. In the northern suburbs of Perth, most of the interchanges are standard diamond interchanges , and

3381-477: Is a 41.5-kilometre-long (25.8 mi) freeway in the northern suburbs of Perth , Western Australia, linking central Perth with the city of Joondalup . It is the northern section of State Route 2 , which continues south as Kwinana Freeway and Forrest Highway . Along its length are interchanges with several major roads, including the Graham Farmer Freeway and Reid Highway . The southern terminus of

3528-564: Is a half diamond interchange with Powis Street, with only a northbound exit ramp and a southbound entrance ramp. The freeway continues north, now within the City of Stirling LGA, through Osborne Park , until it reaches Hutton Street after 2.4 kilometres (1.5 mi). There are several local roads in Osborne Park that have T-Junction intersections with the freeway ramps south of Hutton Street. These are McDonald Street West and Hector Street West, with

3675-463: Is a half diamond interchange with Powis Street, with only a northbound exit ramp and a southbound entrance ramp. The freeway continues north, now within the City of Stirling LGA, through Osborne Park , until it reaches Hutton Street after 2.4 kilometres (1.5 mi). There are several local roads in Osborne Park that have T-Junction intersections with the freeway ramps south of Hutton Street. These are McDonald Street West and Hector Street West, with

3822-570: Is clearly inadequate to serve peak-hour needs of the northern suburbs residents. He also commented that northern suburbs residents faced road journeys of up to an hour to reach the Perth CBD. This was a view also supported by the then president of the Greenwood, Kingsley, Warwick, and Woodvale Citizens' Association, Cheryl Edwardes (later the Liberal Member for Kingsley and Environment Minister during

3969-458: Is located just north of the Narrows Bridge, on the eastern edge of Kings Park . This is a hybrid interchange connecting the freeway with Mounts Bay Road and Riverside Drive , over a distance of 800 metres (2,600 ft). There is complete access to and from Mounts Bay Road via a standard northbound exit ramp and looped ramps for the other movements. There is a partial Y-Interchange incorporated for direct access to and from Riverside Drive via

4116-458: Is located just north of the Narrows Bridge, on the eastern edge of Kings Park . This is a hybrid interchange connecting the freeway with Mounts Bay Road and Riverside Drive , over a distance of 800 metres (2,600 ft). There is complete access to and from Mounts Bay Road via a standard northbound exit ramp and looped ramps for the other movements. There is a partial Y-Interchange incorporated for direct access to and from Riverside Drive via

4263-516: Is the freeway's terminus as of July 2023. Further works are planned, which will eventually take the freeway past Yanchep and Two Rocks to the boundary of the Perth metropolitan region . The Mitchell Freeway is the northern section of State Route 2 . It commences at the northern end of the Narrows Bridge , Perth , continuing from Kwinana Freeway , and terminates north of the satellite city of Joondalup at Romeo Road, Alkimos . All intersections with

4410-629: Is via an access road, which begins on the Mounts Bay Road exit ramp. The access road rejoins the freeway as an outside lane on the shared Riverside Drive and Mounts Bay Road entrance ramp. The Hay Street exit ramp, a short distance later, can be accessed from the two outermost lanes. This allows the traffic entering the freeway from the ramp to continue north or exit at Hay Street without weaving . The freeway continues north-westerly for 240 metres (790 ft), splitting Mount Street in half, and passing under Malcolm Street. After this, it turns north-easterly for 500 metres (1,600 ft), and lines up with

4557-629: Is via an access road, which begins on the Mounts Bay Road exit ramp. The access road rejoins the freeway as an outside lane on the shared Riverside Drive and Mounts Bay Road entrance ramp. The Hay Street exit ramp, a short distance later, can be accessed from the two outermost lanes. This allows the traffic entering the freeway from the ramp to continue north or exit at Hay Street without weaving . The freeway continues north-westerly for 240 metres (790 ft), splitting Mount Street in half, and passing under Malcolm Street. After this, it turns north-easterly for 500 metres (1,600 ft), and lines up with

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4704-424: Is with Neerabup Road and is a hybrid interchange where the western side is a teardrop roundabout common to dogbone interchanges while the eastern side is a full roundabout similar to a dumbbell interchange . The next interchange is reached 2.7 kilometres (1.7 mi) north at Hester Avenue at a partial dogbone interchange . After Hester Avenue, the northbound and southbound carriageways split and pass around

4851-424: Is with Neerabup Road and is a hybrid interchange where the western side is a teardrop roundabout common to dogbone interchanges while the eastern side is a full roundabout similar to a dumbbell interchange . The next interchange is reached 2.7 kilometres (1.7 mi) north at Hester Avenue at a partial dogbone interchange . After Hester Avenue, the northbound and southbound carriageways split and pass around

4998-564: The COVID-19 pandemic pushed the $ 232 million extension's opening to 10 July 2023. The Mitchell Freeway is planned to continue north to the Metropolitan Region Scheme's boundary, beyond Yanchep and Two Rocks . In May 2021 construction began on the implementation of a smart freeway system on the southbound carriageway between Hester Avenue and Vincent Street, which will see 16 on-ramps upgraded with coordinated ramp signals and

5145-445: The COVID-19 pandemic pushed the $ 232 million extension's opening to 10 July 2023. The Mitchell Freeway is planned to continue north to the Metropolitan Region Scheme's boundary, beyond Yanchep and Two Rocks . In May 2021 construction began on the implementation of a smart freeway system on the southbound carriageway between Hester Avenue and Vincent Street, which will see 16 on-ramps upgraded with coordinated ramp signals and

5292-498: 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 Preliminary studies evaluated a number of possible options including: The majority of these options were rejected on the basis that introducing another mode of public transport to the city would serve little or no purpose, considering

5439-527: The Nowergup railway depot before reaching the next interchange at Lukin Drive, after which the railway again deviates from the freeway median, this time to the west to continue on to Butler station and beyond to Yanchep in the future. The next interchange is with Butler Boulevard, and 1-kilometre (0.62 mi) later, the freeway terminates at Romeo Road. Access to areas further north is provided by Marmion Avenue to

5586-429: The Nowergup railway depot before reaching the next interchange at Lukin Drive, after which the railway again deviates from the freeway median, this time to the west to continue on to Butler station and beyond to Yanchep in the future. The next interchange is with Butler Boulevard, and 1-kilometre (0.62 mi) later, the freeway terminates at Romeo Road. Access to areas further north is provided by Marmion Avenue to

5733-556: The Swan River , and the northern terminus is at Romeo Road in Alkimos . Planning for the route began in the 1950s, and the first segment in central Perth was constructed between 1967 and 1973. Named after Sir James Mitchell , the freeway has been progressively extended north since then. In the 1970s, the first two extensions were completed, up to Hutton Street in Osborne Park . By the end of

5880-457: The median strip of the freeway also houses the Yanchep line , with nine of the line's stations and the Nowergup depot built on the strip. Additionally, a shared pedestrian and bicycle path is built alongside most of the freeway. The section near the Perth city centre , within the City of Perth local government area (LGA), features many partial access interchanges. The Narrows Interchange

6027-408: The median strip of the freeway also houses the Yanchep line , with nine of the line's stations and the Nowergup depot built on the strip. Additionally, a shared pedestrian and bicycle path is built alongside most of the freeway. The section near the Perth city centre , within the City of Perth local government area (LGA), features many partial access interchanges. The Narrows Interchange

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6174-509: The satellite city of Joondalup at Romeo Road, Alkimos . All intersections with the freeway are via grade separated interchanges . The speed limit is 100 kilometres per hour (60 mph) except in central Perth, where the limit is 80 kilometres per hour (50 mph). South of Hepburn Avenue, the freeway has 3 to 5 lanes in each direction. From that point north, there are mostly two lanes in each direction, expanding to three lanes between Hodges Drive and Shenton Avenue. For much of its length

6321-559: The 1980s, the freeway had reached Ocean Reef Road in Edgewater . The Yanchep line was constructed in the freeway median in the early 1990s. This necessitated the relocation of a section of the southbound carriageway, and the construction of three new bridges. In conjunction with these works, additional lanes were constructed in the realigned section. Since the 1990s, extensions to the Mitchell Freeway have taken it to Romeo Road in Alkimos, which

6468-468: The Graham Farmer Freeway ramps. There is a traffic light controlled intersection with Newcastle Street at the northern end of these ramps. Charles Street is the start of State Route 60 , an alternative route to Perth's northern suburbs and areas north of the Perth metropolitan region . Located in the vicinity of these interchanges are the Sutherland Street northbound entrance ramp, from West Perth, and

6615-408: The Graham Farmer Freeway ramps. There is a traffic light controlled intersection with Newcastle Street at the northern end of these ramps. Charles Street is the start of State Route 60 , an alternative route to Perth's northern suburbs and areas north of the Perth metropolitan region . Located in the vicinity of these interchanges are the Sutherland Street northbound entrance ramp, from West Perth, and

6762-451: The Mitchell Freeway have taken it to Romeo Road in Alkimos, which is the freeway's terminus as of July 2023. Further works are planned, which will eventually take the freeway past Yanchep and Two Rocks to the boundary of the Perth metropolitan region . The Mitchell Freeway is the northern section of State Route 2 . It commences at the northern end of the Narrows Bridge , Perth , continuing from Kwinana Freeway , and terminates north of

6909-453: The Mitchell Freeway is at the Narrows Bridge , which crosses the Swan River , and the northern terminus is at Romeo Road in Alkimos . Planning for the route began in the 1950s, and the first segment in central Perth was constructed between 1967 and 1973. Named after Sir James Mitchell , the freeway has been progressively extended north since then. In the 1970s, the first two extensions were completed, up to Hutton Street in Osborne Park . By

7056-507: The State Cabinet allowed Westrail to pursue an operating lease to permit the acquisition of the required 22 2-car A-series trains . On 30 November 1989, the contract to construct the trains was awarded to Walkers-ABB despite a funding deal not being in place. Westrail sought out a financing arrangement to enable the purchase. In the end, options for the financing of the purchase came down to two companies, Westpac and Allco Leasing . One of

7203-552: The Wanneroo Times that a skytrain system using a linear induction motor would be ideal for use along the Mitchell Freeway. He said that the proposed rail line in the middle of the freeway would be an eyesore, and claimed that skytrain systems installed in Vancouver, Toronto, and Boston had been quite successful. State Cabinet gave in-principle support for the construction of a railway and the enabling legislation passed parliament and

7350-667: The Western Australian Government and Westpac ensued, in respect of liability if Westrail defaulted on payments. Of concern was the recourse Westpac would have against the Western Australian Government Consolidated Revenue Fund, particularly in the context of the Crown Suits Act of 1889 and 1947, if such a default event occurred. Mitchell Freeway The Mitchell Freeway is a 41.5-kilometre-long (25.8 mi) freeway in

7497-617: The Whitfords Avenue interchange is located at the corner of Kingsley, Padbury, Cragie , and Woodvale . Each interchange also provides access for the railway stations in the median ( Greenwood and Whitfords respectively) via the southbound entry ramps, which are two-way north of the carparks' entrances. North of here, over a distance of 7 kilometres (4.3 mi), are standard diamond interchanges with Ocean Reef Road , Hodges Drive , and Shenton Avenue , which provide access to Joondalup city centre, and Joondalup Health Campus , east of

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7644-558: The Whitfords Avenue interchange is located at the corner of Kingsley, Padbury, Cragie , and Woodvale . Each interchange also provides access for the railway stations in the median ( Greenwood and Whitfords respectively) via the southbound entry ramps, which are two-way north of the carparks' entrances. North of here, over a distance of 7 kilometres (4.3 mi), are standard diamond interchanges with Ocean Reef Road , Hodges Drive , and Shenton Avenue , which provide access to Joondalup city centre, and Joondalup Health Campus , east of

7791-419: The abandoned Fitzgerald Street option. When the project commenced, it was believed that Westrail , then responsible for the provision and management of metropolitan rail transport for Transperth, would not have enough rolling stock to operate the new line. Further to that, the funding available to Westrail would not permit the purchase of rolling stock from current or future operating funds. On 20 November 1989,

7938-421: The boundary between the City of Perth and City of Vincent LGAs. There is a full Y-Interchange here, the Hamilton Interchange, with the Graham Farmer Freeway , which bypasses the Perth city centre via a tunnel, and provides access to Perth Airport . Combined with this interchange is a partial Y-Interchange with Charles Street. The southbound entrance ramp merges with, and northbound exit ramp diverges from,

8085-421: The boundary between the City of Perth and City of Vincent LGAs. There is a full Y-Interchange here, the Hamilton Interchange, with the Graham Farmer Freeway , which bypasses the Perth city centre via a tunnel, and provides access to Perth Airport . Combined with this interchange is a partial Y-Interchange with Charles Street. The southbound entrance ramp merges with, and northbound exit ramp diverges from,

8232-591: The bridges and some associated works were included as part of the costs for the Northern Suburbs Transit System project. After a 7-year-hiatus, a 3-kilometre (1.9 mi) extension to Hodges Drive was opened by Premier Richard Court in December 1999, two months ahead of schedule. The project also included widening the section between Karrinyup Road and Hepburn Avenue to three lanes in each direction. After another 7-year-hiatus, construction began on

8379-466: The bridges and some associated works were included as part of the costs for the Northern Suburbs Transit System project. After a 7-year-hiatus, a 3-kilometre (1.9 mi) extension to Hodges Drive was opened by Premier Richard Court in December 1999, two months ahead of schedule. The project also included widening the section between Karrinyup Road and Hepburn Avenue to three lanes in each direction. After another 7-year-hiatus, construction began on

8526-421: The capacity of the Graham Farmer Freeway tunnel. Works progressed in two stages, with Vincent Street as the midpoint. As part of the project, the overpasses at Powis Street, Vincent Street and Scarborough Beach Road were widened. An additional slip lane was constructed, from the Graham Farmer Freeway's Loftus Street exit ramp to the Mitchell Freeway northbound, to access Vincent Street without changing lanes to

8673-421: The capacity of the Graham Farmer Freeway tunnel. Works progressed in two stages, with Vincent Street as the midpoint. As part of the project, the overpasses at Powis Street, Vincent Street and Scarborough Beach Road were widened. An additional slip lane was constructed, from the Graham Farmer Freeway's Loftus Street exit ramp to the Mitchell Freeway northbound, to access Vincent Street without changing lanes to

8820-403: The city blocks between George and Elder streets, a pair of one way frontage roads . The freeway also marks the boundary between Perth and West Perth . Partial access is provided to or from all the roads that the freeway crosses over or under. North of Roe Street, the freeway turns north-west towards Glendalough over the course of 1.1 kilometres (0.7 mi). In this section the freeway marks

8967-403: The city blocks between George and Elder streets, a pair of one way frontage roads . The freeway also marks the boundary between Perth and West Perth . Partial access is provided to or from all the roads that the freeway crosses over or under. North of Roe Street, the freeway turns north-west towards Glendalough over the course of 1.1 kilometres (0.7 mi). In this section the freeway marks

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9114-528: The community at large dissatisfied with the bus services provided for the region. The government of the day, after a strong political push, decided to plan and construct 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 car dependence in Perth. As part of research into community attitudes on public transport within

9261-443: The consultants for the implementation of a bus-based system using an exclusive right-of-way in the median of the Mitchell Freeway. However, he noted that further detailed evaluation of a rail-based option was still being carried out. The report noted that while its preference was to construct a bus expressway, the extension of such a busway beyond Warwick would provide little or no benefits in terms of speed, time, and economics. During

9408-440: The east. There is no access to the next major road, Beach Road . It forms the border between the City of Stirling and City of Joondalup LGAs; as well as between Carine and Duncraig west of the freeway, and Hamersley and Warwick to the east. Warwick Road 's interchange is 2.1 kilometres (1.3 mi) north of Reid Highway. It is a standard diamond interchange, but weaving is required between Reid Highway and Warwick Road due to

9555-440: The east. There is no access to the next major road, Beach Road . It forms the border between the City of Stirling and City of Joondalup LGAs; as well as between Carine and Duncraig west of the freeway, and Hamersley and Warwick to the east. Warwick Road 's interchange is 2.1 kilometres (1.3 mi) north of Reid Highway. It is a standard diamond interchange, but weaving is required between Reid Highway and Warwick Road due to

9702-434: The eastern side of the road reserve. Initially, three new road bridges were constructed over Vincent Street, Powis Street, and Scarborough Beach Road . Once the road bridges had been completed and surfacing works completed, the southbound carriage was relocated, creating the required space for the railway construction. Additional lanes were constructed in the realigned section, funded from regular road funding sources, whilst

9849-434: The eastern side of the road reserve. Initially, three new road bridges were constructed over Vincent Street, Powis Street, and Scarborough Beach Road . Once the road bridges had been completed and surfacing works completed, the southbound carriage was relocated, creating the required space for the railway construction. Additional lanes were constructed in the realigned section, funded from regular road funding sources, whilst

9996-402: The end of the 1980s, the freeway had reached Ocean Reef Road in Edgewater . The Yanchep line was constructed in the freeway median in the early 1990s. This necessitated the relocation of a section of the southbound carriageway, and the construction of three new bridges. In conjunction with these works, additional lanes were constructed in the realigned section. Since the 1990s, extensions to

10143-453: The entrance and exit ramps between these roads, which merge for 500 metres (0.31 mi), requiring traffic to weave. The curved section is the boundary between Stirling to the east of the freeway, and Osborne Park and Innaloo to the west. The next interchange, after 1.6 kilometres (1.0 mi), is with Erindale Road . It is another half diamond interchange, with only northbound exit and southbound entrance ramps. Beyond Erindale Road,

10290-453: The entrance and exit ramps between these roads, which merge for 500 metres (0.31 mi), requiring traffic to weave. The curved section is the boundary between Stirling to the east of the freeway, and Osborne Park and Innaloo to the west. The next interchange, after 1.6 kilometres (1.0 mi), is with Erindale Road . It is another half diamond interchange, with only northbound exit and southbound entrance ramps. Beyond Erindale Road,

10437-600: The establishment of a special purposes lessor company, incorporated in the Cayman Islands , to minimise withholding tax liabilities from the Japanese and Australian taxation agencies. Allco refused to release specific information on the proposed structure, due to its policy prohibiting the release of specific details of this financing arrangement until it had secured a mandate for their services. On 29 April 1991, after much deliberation, then Minister for Transport, Pam Beggs , made

10584-438: The existing modes of bus and rail functioned effectively. A number of routes were examined for use as part of the eventual system, which included: During the study, various surveys were undertaken to establish public attitudes towards the transport options that were being considered. In order of preference respondents selected electric railway (41%), bus expressway (34.4%), guided busway (19.3%). The most important factors making

10731-410: The first stage of the project were: The first stage of the project was expected to be operation by the end of 1992. A station to be constructed as part of the projects second stage was: The second stage of the project was expected to be in operation by the middle of 1993. Other possible future stations sites included: Already in existence prior to the planning for the line was a level crossing at

10878-450: The former Western Australian Premier and Governor Sir James Mitchell , on 5 June 1963. In 2008, Stage 1 was declared a National Engineering Landmark by Engineers Australia as part of its Engineering Heritage Recognition Program . Several stages were built through the late 1970s, 1980s and early 1990s. The first extension of the freeway was nearly a mile long (1.6 km), taking the freeway to Vincent Street. This stage also included

11025-450: The former Western Australian Premier and Governor Sir James Mitchell , on 5 June 1963. In 2008, Stage 1 was declared a National Engineering Landmark by Engineers Australia as part of its Engineering Heritage Recognition Program . Several stages were built through the late 1970s, 1980s and early 1990s. The first extension of the freeway was nearly a mile long (1.6 km), taking the freeway to Vincent Street. This stage also included

11172-408: The foundation works, construction proceeded swiftly; most of the work was completed by 1972. Premier John Tonkin opened the interchange on 30 November 1973. This initial section functioned only as a distributor for Narrows Bridge traffic accessing Perth's central business district or adjacent areas to the north-west. Whilst initially referred to as the "Western Switch Road", it was renamed after

11319-408: The foundation works, construction proceeded swiftly; most of the work was completed by 1972. Premier John Tonkin opened the interchange on 30 November 1973. This initial section functioned only as a distributor for Narrows Bridge traffic accessing Perth's central business district or adjacent areas to the north-west. Whilst initially referred to as the "Western Switch Road", it was renamed after

11466-424: The freeway are via grade separated interchanges . The speed limit is 100 kilometres per hour (60 mph) except in central Perth, where the limit is 80 kilometres per hour (50 mph). South of Hepburn Avenue, the freeway has 3 to 5 lanes in each direction. From that point north, there are mostly two lanes in each direction, expanding to three lanes between Hodges Drive and Shenton Avenue. For much of its length

11613-604: The freeway built ahead of schedule to stimulate local development. In 1991 and 1992, the median strip of the entire freeway was significantly widened to accommodate the Yanchep line , being built under the Northern Suburbs Transit System project. The line was to be located in the middle of the road reserve, between the freeway carriageways . At the time, the northbound and southbound carriageways, between Loftus Street and McDonald Street, were positioned next to each other, with space for future widening located on

11760-531: The freeway built ahead of schedule to stimulate local development. In 1991 and 1992, the median strip of the entire freeway was significantly widened to accommodate the Yanchep line , being built under the Northern Suburbs Transit System project. The line was to be located in the middle of the road reserve, between the freeway carriageways . At the time, the northbound and southbound carriageways, between Loftus Street and McDonald Street, were positioned next to each other, with space for future widening located on

11907-511: The freeway east of Stirling station , as part of the Stirling City Centre development project. The existing Cedric Street interchange will be mostly demolished save for its northbound on-ramp, with traffic redirected to use a new Stephenson Avenue interchange accordingly. The project is expected to be completed by the end of 2025. The entire freeway is in the Perth metropolitan region . Mitchell Freeway The Mitchell Freeway

12054-484: The freeway median just prior to passing under Moore Drive . Both the freeway and railway then pass over Burns Beach Road , 1 kilometre (0.6 mi) further north with the Currambine station lying 200 metres (660 ft) to the south. The diamond interchange with Burns Beach Road is the northernmost fully signalised interchange on the freeway and lies at the corner of Currambine, Joondalup, Kinross and Neerabup . The next interchange, after 3.5 kilometres (2.2 mi),

12201-484: The freeway median just prior to passing under Moore Drive . Both the freeway and railway then pass over Burns Beach Road , 1 kilometre (0.6 mi) further north with the Currambine station lying 200 metres (660 ft) to the south. The diamond interchange with Burns Beach Road is the northernmost fully signalised interchange on the freeway and lies at the corner of Currambine, Joondalup, Kinross and Neerabup . The next interchange, after 3.5 kilometres (2.2 mi),

12348-479: The freeway to Hepburn Avenue. Stage 5 was from Erindale to Warwick Road, and involved excavating a large quantity of material, including 600,000 tonnes (590,000 long tons; 660,000 short tons) of limestone. That stage cost $ 22.73 million, while Stage 6 only cost $ 8.06 million. Both stages were opened together, on 6 August 1986. The first stage of Reid Highway (then known as the North Perimeter Highway )

12495-413: The freeway to Hepburn Avenue. Stage 5 was from Erindale to Warwick Road, and involved excavating a large quantity of material, including 600,000 tonnes (590,000 long tons; 660,000 short tons) of limestone. That stage cost $ 22.73 million, while Stage 6 only cost $ 8.06 million. Both stages were opened together, on 6 August 1986. The first stage of Reid Highway (then known as the North Perimeter Highway )

12642-474: The freeway would be extended between 2014–15 and 2016–17, over a distance of 6 kilometres (3.7 mi) to Hester Avenue in Clarkson . The extension included interchanges at Burns Beach Road and Neerabup Road. Work on the extension began with a ground-breaking ceremony on 20 May 2015. The projected cost was $ 261.4 million, with the federal government contributing $ 209.1 million and the state government funding

12789-424: The freeway would be extended between 2014–15 and 2016–17, over a distance of 6 kilometres (3.7 mi) to Hester Avenue in Clarkson . The extension included interchanges at Burns Beach Road and Neerabup Road. Work on the extension began with a ground-breaking ceremony on 20 May 2015. The projected cost was $ 261.4 million, with the federal government contributing $ 209.1 million and the state government funding

12936-536: The freeway. West of the freeway are the suburbs of Heathridge , Connolly and Currambine . Edgewater station lies just to the north of the Ocean Reef Road interchange (road access via Joondalup Drive ), with the railway deviating to the east from the median just south of Hodges Drive to stop at Joondalup station . 350 metres (1,150 ft) north of the Shenton Avenue interchange, the railway line re-enters

13083-421: The freeway. West of the freeway are the suburbs of Heathridge , Connolly and Currambine . Edgewater station lies just to the north of the Ocean Reef Road interchange (road access via Joondalup Drive ), with the railway deviating to the east from the median just south of Hodges Drive to stop at Joondalup station . 350 metres (1,150 ft) north of the Shenton Avenue interchange, the railway line re-enters

13230-424: The installation of 20 overhead electronic signs providing information to drivers. The works also includes the addition of a third lane to the southbound carriageway of the freeway from Hodges Drive to Hepburn Avenue. The upgrade is expected to be completed in mid-2024. In November 2020 works began to extend Stephenson Avenue northbound from Scarborough Beach Road to Cedric Street, with the extension crossing over

13377-424: The installation of 20 overhead electronic signs providing information to drivers. The works also includes the addition of a third lane to the southbound carriageway of the freeway from Hodges Drive to Hepburn Avenue. The upgrade is expected to be completed in mid-2024. In November 2020 works began to extend Stephenson Avenue northbound from Scarborough Beach Road to Cedric Street, with the extension crossing over

13524-514: The interchange. The longer term plan was to upgrade Reid Highway to a dual carriageway near the freeway interchange, including a second overpass bridge, and a second free-flowing loop ramp between Reid Highway westbound to the Mitchell Freeway northbound. The dual carriageway works commenced construction in May 2015 and were completed a year later. In December 2012, the State Government announced

13671-409: The interchange. The longer term plan was to upgrade Reid Highway to a dual carriageway near the freeway interchange, including a second overpass bridge, and a second free-flowing loop ramp between Reid Highway westbound to the Mitchell Freeway northbound. The dual carriageway works commenced construction in May 2015 and were completed a year later. In December 2012, the State Government announced

13818-403: The intersection of Fitzgerald and Roe streets in central Perth. The crossing allowed buses coming from Wellington Street Bus Station to connect with Fitzgerald Street and then run to the northern and north-eastern suburbs. Due to the need to construct a rail tunnel under Roe Street, it was considered unsafe and impractical to retain the existing level crossing, because it would be situated very near

13965-424: The left lanes of the Mitchell Freeway northbound. The project commenced in February 2013 and was completed in December 2013. In October 2012 the state government announced that the freeway's interchange with Reid Highway would be upgraded with the installation of extra turning lanes and traffic lights. The project was an interim solution to lower congestion and reduce the volume of traffic using local roads to avoid

14112-424: The left lanes of the Mitchell Freeway northbound. The project commenced in February 2013 and was completed in December 2013. In October 2012 the state government announced that the freeway's interchange with Reid Highway would be upgraded with the installation of extra turning lanes and traffic lights. The project was an interim solution to lower congestion and reduce the volume of traffic using local roads to avoid

14259-463: The local community. The input from these groups resulted in several changes to the design. The project was managed by Main Roads in conjunction with Macmahon Contractors . Construction of the extension was initially planned for May 2006, but began on 14 December 2006. By July 2008, 90% of the works had been completed and the new section was predicted to open in September 2008. However, the official opening

14406-415: The local community. The input from these groups resulted in several changes to the design. The project was managed by Main Roads in conjunction with Macmahon Contractors . Construction of the extension was initially planned for May 2006, but began on 14 December 2006. By July 2008, 90% of the works had been completed and the new section was predicted to open in September 2008. However, the official opening

14553-428: 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. At the time, members of the then Liberal - National Coalition Opposition, and local community groups, rallied against what they claimed was the lack of the then government's commitment to transport in

14700-558: 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 in Australia were around 16-17%, placing a significant burden on companies 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

14847-408: The most appropriate form of rapid transit service for the northern suburbs." 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. Due to the budget position of the then Department of Transport, it was not possible to fund the nine-month project from within its existing budget, which necessitated

14994-465: The northbound exit ramp; and Cape Street, Hector Street, and McDonald Street with southbound entry ramps. The freeway has an 3.2-kilometre (2.0 mi) S-curve after Hutton Street, moving to an alignment further west that does not bisect any suburbs. The interchanges with Cedric Street on the S-curve, and Karrinyup Road at the end of the S-curve, are diamond interchanges. There are slight modifications to

15141-415: The northbound exit ramp; and Cape Street, Hector Street, and McDonald Street with southbound entry ramps. The freeway has an 3.2-kilometre (2.0 mi) S-curve after Hutton Street, moving to an alignment further west that does not bisect any suburbs. The interchanges with Cedric Street on the S-curve, and Karrinyup Road at the end of the S-curve, are diamond interchanges. There are slight modifications to

15288-457: The northern corridor . Opposition Leader Barry MacKinnon called on the state government to put plans to construct a new northern suburbs highway on hold, and redirect funds to upgrading and extending the Mitchell Freeway instead. 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

15435-632: The northern corridor, Donovan Research was engaged during 1987 to undertake focus group and telephone research to determine information on the following key points: The focus groups consisted of two sub-groups of participants, one consisting of public transport users residing within established suburbs, and the other of public transport users from newer and developing suburbs. 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. The participants from both sub-groups all held similar views in relation to

15582-424: The northern suburbs of Perth , Western Australia, linking central Perth with the city of Joondalup . It is the northern section of State Route 2 , which continues south as Kwinana Freeway and Forrest Highway . Along its length are interchanges with several major roads, including the Graham Farmer Freeway and Reid Highway . The southern terminus of the Mitchell Freeway is at the Narrows Bridge , which crosses

15729-548: The public debate over the future of public transportation in the northern corridor, Transport Minister Pearce claimed that the NSTS would never be built under a Liberal coalition government. Opposition Leader Barry MacKinnon stated that charge was "totally untrue". As part of the analysis of a rail service in Perth's northern corridor, a comprehensive study was undertaken in 1989 to establish the best route and potential station options. The locations of possible station sites included: At

15876-471: 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. Over 43% of the participants described the public transport system as it currently stood as either poor or very poor. In its 1986 election campaign platform, the Australian Labor Party stated that "A study will be conducted on

16023-465: The purchase of a 22 additional two-car electric trains,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

16170-487: 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. The transit system was designed to provide for a rapid service, allowing rail cars using the line to operate at speeds of 110 km/h (68 mph), which would allow a journey from Perth to Joondalup to be completed in approximately 20 minutes. Stations to be constructed as part of

16317-410: The remaining $ 52.3 million. The project scope included a six-kilometre (3.7 mi) dual carriageway extension to Hester Avenue, with grade-separated interchanges at Burns Beach Road, Neerabup Road and Hester Avenue. Other roads in the area were upgraded, including widening Hester Avenue and Wanneroo Road, and extending Neerabup Road east to the intersection of Flynn Drive and Wanneroo Road. The project

16464-410: The remaining $ 52.3 million. The project scope included a six-kilometre (3.7 mi) dual carriageway extension to Hester Avenue, with grade-separated interchanges at Burns Beach Road, Neerabup Road and Hester Avenue. Other roads in the area were upgraded, including widening Hester Avenue and Wanneroo Road, and extending Neerabup Road east to the intersection of Flynn Drive and Wanneroo Road. The project

16611-635: The rest are modified versions, which have ramps missing or replaced with loop ramps. The first interchange 0.9 kilometres (0.6 mi) north-west of West Perth, is with Vincent Street and Lake Monger Drive. This interchange has a looped southbound entry ramp, so that Leederville Parade can join to the south side of intersection with Vincent Street and the southbound ramps. The northbound exit ramp terminates at Southport Street, 200 metres (660 ft) south of Vincent Street and Lake Monger Drive. The freeway then proceeds northwest for 1.9 kilometres (1.2 mi) alongside Lake Monger's eastern edge, after which there

16758-635: The rest are modified versions, which have ramps missing or replaced with loop ramps. The first interchange 0.9 kilometres (0.6 mi) north-west of West Perth, is with Vincent Street and Lake Monger Drive. This interchange has a looped southbound entry ramp, so that Leederville Parade can join to the south side of intersection with Vincent Street and the southbound ramps. The northbound exit ramp terminates at Southport Street, 200 metres (660 ft) south of Vincent Street and Lake Monger Drive. The freeway then proceeds northwest for 1.9 kilometres (1.2 mi) alongside Lake Monger's eastern edge, after which there

16905-594: The road once having reached the end of the track network. Proctor claimed that the system had been selected for use in connecting two shopping centres and other local infrastructure in Campbelltown, New South Wales , but 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. Retired engineering design consultant, John Stephens, told

17052-440: The route. The proposed project initially included: Related 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. To allow for the rail corridor down the middle of the freeway, that section of road required realignment. While necessary bridges and some associated works for

17199-646: The services prior to reaching the maximum load point, defined by the report as Scarborough Beach Road. A number of theoretically innovative ideas for possible transport systems were put forward by various people within the Western Australian business and transport communities, but ultimately rejected. One proposal, from Tom Proctor, Managing Director of Modular Commuting Systems, was for a "Personal Vehicle Fast Track System" , in which car-like vehicles travelled automatically, suspended from an overhead beam. The vehicles were then used as electronically driven cars on

17346-399: The short distance between the interchanges. Greenwood is located north of Warwick Road and east of the freeway. The following two interchanges, after 2.6 kilometres (1.6 mi) and 2.1 kilometres (1.3 mi) respectively, are with Hepburn Avenue and Whitfords Avenue . The Hepburn Avenue interchange is located at the corners of Duncraig, Greenwood, Kingsley , and Padbury ; while

17493-399: The short distance between the interchanges. Greenwood is located north of Warwick Road and east of the freeway. The following two interchanges, after 2.6 kilometres (1.6 mi) and 2.1 kilometres (1.3 mi) respectively, are with Hepburn Avenue and Whitfords Avenue . The Hepburn Avenue interchange is located at the corners of Duncraig, Greenwood, Kingsley , and Padbury ; while

17640-507: The suburb to the east of the freeway is Balcatta , and 1.3 kilometres (0.8 mi) further north is Reid Highway , with the southbound and westbound-to-northbound entry ramps looped. Balcatta Road joins the intersection of the southbound ramps with Reid Highway. Reid Highway, together with Tonkin Highway , provides a limited-access route to Perth Airport . North of Reid Highway, the Mitchell Freeway divides Carine to west from Hamersley to

17787-457: The suburb to the east of the freeway is Balcatta , and 1.3 kilometres (0.8 mi) further north is Reid Highway , with the southbound and westbound-to-northbound entry ramps looped. Balcatta Road joins the intersection of the southbound ramps with Reid Highway. Reid Highway, together with Tonkin Highway , provides a limited-access route to Perth Airport . North of Reid Highway, the Mitchell Freeway divides Carine to west from Hamersley to

17934-504: The then Office of the Director General of Transport. 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 of rapid transit options for the northern corridor. By the late 1980s, the Mitchell Freeway , along with major arterial routes servicing the northern corridor, were constantly clogged during peak hour, with

18081-507: The third lane began in February 2013, the 4.5-kilometre (2.8 mi) section from Hepburn Avenue to Ocean Reef Road opened in August 2013 with the remaining section to Hodges Drive completed in early 2014. As part of the project, the existing lanes were resurfaced during the summer months of 2013–14. The freeway was also expanded further during 2013 with an extra lane northbound between Perth and Hutton Street, in conjunction with works to increase

18228-458: The third lane began in February 2013, the 4.5-kilometre (2.8 mi) section from Hepburn Avenue to Ocean Reef Road opened in August 2013 with the remaining section to Hodges Drive completed in early 2014. As part of the project, the existing lanes were resurfaced during the summer months of 2013–14. The freeway was also expanded further during 2013 with an extra lane northbound between Perth and Hutton Street, in conjunction with works to increase

18375-444: The time, a possible deviation of the rail alignment was considered to directly service the suburb of Innaloo . However, this idea was rejected by both the project coordinators and the public at large due to the significant cost, lack of identifiable benefits, and environmental impact. The study predicted that by 2001, the line would have 13,000 passenger boardings during peak hour. Over 12,000 of these passengers were predicted to board

18522-514: The tunnel entrance, and so make impossible for train drivers to see any vehicles on the crossing and take evasive action. That led to the construction of the Fitzgerald Street Bus Bridge. Estimated in 1991 to cost $ 2.88 million, the bridge was designed as a flyover from Roe Street, accommodating two bus lanes, and a shared use path for pedestrian and cycle movements. To construct the bridge, a significant amount of land then occupied by

18669-419: The upgrade and completion of a Principal Shared Path (PSP) between Scarborough Beach Road and Hutton Street, including a separated pedestrian and cyclist overpass over the former. The bridge for the overpass was notoriously delivered during peak hour on 11 September 2019, causing a 17-kilometre-long (11 mi) traffic jam for southbound commuters. The corresponding northbound section from Hutton to Cedric Street

18816-419: The upgrade and completion of a Principal Shared Path (PSP) between Scarborough Beach Road and Hutton Street, including a separated pedestrian and cyclist overpass over the former. The bridge for the overpass was notoriously delivered during peak hour on 11 September 2019, causing a 17-kilometre-long (11 mi) traffic jam for southbound commuters. The corresponding northbound section from Hutton to Cedric Street

18963-501: The west of the terminus or via Wanneroo Road to the east. The Mitchell Freeway began as a highway proposed in the Metropolitan Region Scheme in the mid-1950s. The original plan took the route, then known as Yanchep Highway, inland from what is now known as Karrinyup Road to the intersection of Wanneroo Road and Balcatta Road. However, the first gazetted edition of the Metropolitan Region Scheme, from 1963, shows

19110-433: The west of the terminus or via Wanneroo Road to the east. The Mitchell Freeway began as a highway proposed in the Metropolitan Region Scheme in the mid-1950s. The original plan took the route, then known as Yanchep Highway, inland from what is now known as Karrinyup Road to the intersection of Wanneroo Road and Balcatta Road. However, the first gazetted edition of the Metropolitan Region Scheme, from 1963, shows

19257-411: The widening of the Mitchell Freeway northbound between Hepburn Avenue and Hodges Drive from two to three lanes. Traffic volumes in the preceding years had increased rapidly, almost reaching the previously projected 2016 traffic volume of 40,000 vehicles per day. The resulting congestion in the afternoon traffic peak increases the chances of rear-end crashes as well as driver frustration. Construction of

19404-411: The widening of the Mitchell Freeway northbound between Hepburn Avenue and Hodges Drive from two to three lanes. Traffic volumes in the preceding years had increased rapidly, almost reaching the previously projected 2016 traffic volume of 40,000 vehicles per day. The resulting congestion in the afternoon traffic peak increases the chances of rear-end crashes as well as driver frustration. Construction of

19551-613: Was consolidated with 720,000 cubic metres (25,000,000 cu ft) of sand. Construction took place between 1976 and 1978, with the section opened by the Minister for Transport, David Wordsworth , on 2 June 1978. A commemorative plaque was unveiled at the Powis Street bridge. This stage cost $ 12.5 million, and received the Institution of Engineers Australia 's Western Australian Division Engineering Excellence Award in 1978. After

19698-454: Was consolidated with 720,000 cubic metres (25,000,000 cu ft) of sand. Construction took place between 1976 and 1978, with the section opened by the Minister for Transport, David Wordsworth , on 2 June 1978. A commemorative plaque was unveiled at the Powis Street bridge. This stage cost $ 12.5 million, and received the Institution of Engineers Australia 's Western Australian Division Engineering Excellence Award in 1978. After

19845-419: Was also widened to four lanes, with the northbound exit lane onto the latter also widened to two lanes. 5.3 kilometres (3.3 mi) of concrete barriers were also installed between Glendalough Station and Erindale Road. The latest extension, from Hester Avenue to Romeo Road in Alkimos was announced in 2019 and began construction in May 2021. Originally intended to be completed in 2022, delays brought upon by

19992-419: Was also widened to four lanes, with the northbound exit lane onto the latter also widened to two lanes. 5.3 kilometres (3.3 mi) of concrete barriers were also installed between Glendalough Station and Erindale Road. The latest extension, from Hester Avenue to Romeo Road in Alkimos was announced in 2019 and began construction in May 2021. Originally intended to be completed in 2022, delays brought upon by

20139-530: Was assented to on 15 January 1989. The first spike for the line was driven on 14 November 1989, by then Premier Peter Dowding . While the original project to construct the line was known as the Northern Suburbs Transit System , all subsequent projects involving additions or upgrades to the line have carried the same name. 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

20286-511: Was built at the same time, and opened on 16 May 1986. A further extension to Ocean Reef Road was opened on 2 July 1988 by the Federal Minister for Transport, Peter Morris , at a cost of $ 17.5 million. The state and federal governments provided most of the funds, $ 9.7 million and $ 5.2 million respectively. The City of Wanneroo contributed $ 1.3 million, Joondalup Development Corporation $ 1 million, and land developers $ 300,000, as they wanted

20433-452: Was built at the same time, and opened on 16 May 1986. A further extension to Ocean Reef Road was opened on 2 July 1988 by the Federal Minister for Transport, Peter Morris , at a cost of $ 17.5 million. The state and federal governments provided most of the funds, $ 9.7 million and $ 5.2 million respectively. The City of Wanneroo contributed $ 1.3 million, Joondalup Development Corporation $ 1 million, and land developers $ 300,000, as they wanted

20580-423: Was completed on 3 August 2017, opened by Prime Minister Malcolm Turnbull , Premier Mark McGowan and Transport Minister Rita Saffioti . In the late-2010s widening works were conducted, with the 7-kilometre-long (4.35 mi) southbound section of the freeway between Cedric and Vincent Streets widened to four lanes. $ 40 million was assigned to the freeway widening itself, with a further $ 19 million allocated for

20727-423: Was completed on 3 August 2017, opened by Prime Minister Malcolm Turnbull , Premier Mark McGowan and Transport Minister Rita Saffioti . In the late-2010s widening works were conducted, with the 7-kilometre-long (4.35 mi) southbound section of the freeway between Cedric and Vincent Streets widened to four lanes. $ 40 million was assigned to the freeway widening itself, with a further $ 19 million allocated for

20874-530: Was not completed until 4 October 1972. The final part of the project to be completed was the Narrows Interchange. Construction began in 1970 with the installation of thirteen caissons , which would house foundation columns. Placement of the caissons was difficult; as well as sinking vertically as intended, they also tilted and slid horizontally. Corrections were made by selective excavation, blasting bedrock, and applying tension via guy-wires . Following

21021-468: Was not completed until 4 October 1972. The final part of the project to be completed was the Narrows Interchange. Construction began in 1970 with the installation of thirteen caissons , which would house foundation columns. Placement of the caissons was difficult; as well as sinking vertically as intended, they also tilted and slid horizontally. Corrections were made by selective excavation, blasting bedrock, and applying tension via guy-wires . Following

21168-432: Was not until 2 November 2008, when the road was opened by Western Australia's Minister for Transport, Simon O'Brien , and the previous Minister for Planning and Infrastructure Alannah MacTiernan . The $ 160 million project was completed $ 10 million under budget. The opening was celebrated with a procession of vintage cars along the new freeway segment. In its 2011/12 budget, the State Government committed $ 30 million for

21315-432: Was not until 2 November 2008, when the road was opened by Western Australia's Minister for Transport, Simon O'Brien , and the previous Minister for Planning and Infrastructure Alannah MacTiernan . The $ 160 million project was completed $ 10 million under budget. The opening was celebrated with a procession of vintage cars along the new freeway segment. In its 2011/12 budget, the State Government committed $ 30 million for

21462-409: Was opened by the state Minister for Transport, Ray O’Connor . A commemorative plaque was located under the bridge leading to Charles Street. The design of Stage 3 of the freeway, a 4.8-kilometre (3.0 mi) section extending to Hutton Street, was completed in 1974. The existing soil was not suitable for construction, as the area generally consisted of soft peat and old landfills. In 1975, the ground

21609-409: Was opened by the state Minister for Transport, Ray O’Connor . A commemorative plaque was located under the bridge leading to Charles Street. The design of Stage 3 of the freeway, a 4.8-kilometre (3.0 mi) section extending to Hutton Street, was completed in 1974. The existing soil was not suitable for construction, as the area generally consisted of soft peat and old landfills. In 1975, the ground

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