# Mandurah line

The Mandurah line, also known as the Southern Suburbs Railway, is a suburban railway line and service in Western Australia, linking Perth's central business district (CBD) with Mandurah to the south. Operated by the Public Transport Authority (PTA) as part of the Transperth system, the Mandurah line is 70.8 kilometres (44.0 mi) long and has thirteen stations. It commences in a tunnel under the CBD as a through service with the Yanchep line, where two stations are. South from there, the line enters the median strip of the Kwinana Freeway, where five of the line's stations are. The line diverges from the freeway for the southernmost six stations in the cities of Kwinana, Rockingham and Mandurah.
Planning for the Mandurah line commenced during the construction of the Yanchep line in the early 1990s. By the late 1990s, the plan was for the Mandurah line to branch off the Armadale line at Beckenham and follow the Kwinana freight railway to reach the Kwinana Freeway. After the election of a Labor government at the 2001 state election, the planned route was changed to go via a tunnel under the CBD instead. Commencing in 2004, the Mandurah line's construction was divided into seven major contracts. The construction of the CBD tunnel was particularly controversial, with that project encountering severe labour strikes and disputes between the contractor and the PTA.
The Mandurah line was designed similarly to the Yanchep line, using widely-spaced stations with bus interchanges and large park-and-rides. Originally planned to open between Perth and Warnbro station in 2006 and between Warnbro and Mandurah in 2007, the CBD tunnel opened on 15 October 2007 and the rest of the line opened on 23 December 2007. Two infill stations have opened since: Aubin Grove on 23 April 2017 and Lakelands on 11 June 2023; and two more have been proposed: South Perth and Karnup. In 2025, an extension of the Thornlie line is planned to open, connecting to the Mandurah line at Cockburn Central station via the route originally proposed for the Mandurah line.
B-series and C-series trains are the main rolling stock used on the Mandurah line, with A-series trains formerly commonly used as well. Trains run at a fifteen minute headway, reducing to as low as a five minute headway in peak, with some services terminating at Cockburn Central during peak. The travel time from Perth to Mandurah is 54 minutes. The line has significantly exceeded patronage expectations, reaching a peak of 21,874,779 boardings in the 2023–24 financial year, making it the busiest line in the Transperth system.

## History
### Proposals and early planning

Just as detailed planning for the Northern Suburbs Transit System was underway, the South West Area Transit (SWAT) Study was formed in February 1989 to examine the possibilities for extending Perth's rail services to the city's south west. A SWAT report was released in 1990 recommending a rapid transit system to Rockingham and Mandurah. The two options the report considered were an extension of the Fremantle line or a spur off the Armadale line at Kenwick. Both of these options would utilise pre-existing freight railways, although sections of the Fremantle freight railway had the problem of being only single track. With the Armadale, Fremantle and Midland lines about to be electrified in the early 1990s, the report suggested using the leftover diesel railcars to minimise initial costs.
Planning for the line was transferred to the Department of Transport in 1991. The department then released a report in 1992 for recommending a light rail line from Fremantle to the south west metropolitan area. Later that year, the Lawrence government made an in-principle commitment to building a rail line from Fremantle to Rockingham and Mandurah. It had ruled out a dedicated busway, but had not yet chosen between heavy rail and light rail. The SWAT Steering Committee was formed to assess various things for the line, namely the transit mode, route, cost, and the community's preference regarding the transit mode and route. The SWAT committee recommended the use of heavy rail like the rest of Perth's rail system. Premier Carmen Lawrence made the commitment ahead of the 1993 state election to build this line as far as Rockingham by 1996, and to Mandurah by 2001.
Separately from any other planning, Westrail was asked by the Department of Planning and Urban Development in 1992 or 1993 to investigate doing a direct route from Perth to Mandurah instead of via Fremantle. The direct route was to pass through the emerging regional centre of Thomsons Lake, now known as Cockburn Central, and make the journey to the Perth central business district (CBD) quicker. The median of the Kwinana Freeway south of the Narrows Bridge was seen as being too narrow for a railway, so that route was not considered. Westrail came up with a plan for the line to run underground from the Perth CBD to the Mount Henry Bridge. At $800 million, this was considered too expensive.
After Richard Court won the election for the Liberal Party, the government put aside any immediate plans for the line, saying that it was far too expensive and too soon after the Joondalup line was built. The Court government started a new study to determine if a busway would be an acceptable alternative to light rail or heavy rail, options which had already been costed at $326 million to $570 million. In August 1995, the government announced new plans for the railway to Mandurah. It was going to take a new route, branching off from the Armadale line at Kenwick, running parallel to the Kwinana freight railway to Jandakot, where it would then run south to Rockingham and Mandurah. The railway was to undergo a staged construction, with the first stage from Kenwick to Jandakot opening within 10 years at a cost of $150 million. The cost of the entire line was to be $570 million. The land for this was reserved in the Metropolitan Region Scheme in December 1994, and land acquisition commenced after that. The land for the railway was also reserved in the forthcoming Peel Region Scheme, which was gazetted on 23 October 2002.

### Armadale line spur

Cabinet approved the creation of a master plan in April 1997, with its preparation starting later that year. Amongst its objectives were to establish the line's feasibility, develop concepts, confirm the final route, develop patronage estimates, decide on the number and location of stations, determine how the line will operate and integrate with other transport services, determine rolling stock and infrastructure requirements, determine the environmental impact, determine the cost, examine options for funding, and prepare enabling legislation. The master plan, called the South West Metropolitan Railway (SWMP) Master Plan, was endorsed by cabinet in March 1999.
The route laid out by the master plan was as follows. The service would commence at Perth station, running alongside the Armadale line until Kenwick, where it would enter a tunnel and pass under the Armadale line, Albany Highway, Roe Highway and the Kwinana freight railway. It would emerge from the tunnel and run south west, parallel to the freight railway. Along this section, the stations planned were at Thornlie (now Thornlie station), Nicholson Road (now Nicholson Road station), and Ranford Road (then named Canning Vale station; now Ranford Road station). There was also provision for a station at Jandakot Airport near Karel Avenue for the future. After travelling along the freight railway, the line would enter a tunnel and emerge within the median strip of the Kwinana Freeway. Having the line run along the side of the freeway was considered, as the freeway median was initially viewed as being too narrow. This option would have resulted in greater station accessibility but take the line close to current and planned residential areas. The line would have run along the eastern side of the freeway before crossing to the western side north of Berrigan Drive. This option was not chosen, limiting the adverse environmental impact of the freeway and railway to a narrower strip. The stations along the freeway section of the line were to be at Berrigan Drive (named South Lake station) and Beeliar Drive (then named Thomsons Lake station; now Cockburn Central station), with provisions for future stations at Gibbs Road/Russell Road (then named Success station; now Aubin Grove station), Rowley Road (named Mandogalup station), and Anketell Road (named Anketell). At Thomas Road, the railway would exit the freeway via a tunnel and travel south west through Kwinana. In Kwinana, the stations planned were at Thomas Road (now Kwinana station) and at Leda (now Wellard station), with a future station at Challenger Avenue (named South Parmelia station).
Through Rockingham, there were several alignments considered. The Minister for Planning commissioned the Rockingham City Centre Railway Access Study in 1996 to provide some options. The study recommended a route which travelled through the Rockingham city centre, partially in a tunnel. Cabinet endorsed this route in August 1997 after being told the estimated cost was $119 million. This was the route that the City of Rockingham wanted as well, with the Rockingham Council saying it strongly opposed any route that bypassed the Rockingham city centre as it would be detrimental by siphoning workers out of Rockingham and into the Perth CBD. After cabinet endorsement, more detailed costing and evaluation of the endorsed route and alternative routes was done. The new cost of the favoured option was determined to be $269 million. As a result, more options were developed by a workshop, and these were refined to three options for the 1999 master plan. The first option had a cost of $143 million, and involved 2.25 kilometres (1.40 mi) of track in a trench or underground and two stations: one within the Rockingham city centre, and one north of Rockingham at Ennis Avenue. The second option had a cost of $107 million, and involved 1.40 kilometres (0.87 mi) of track in a trench or underground and two stations: one within the Rockingham city centre, and one north of Rockingham at Ennis Avenue. The third option bypassed the Rockingham city centre, had a cost of $31 million, involved no tunnels or trenches, and had one station at Dixon Road and provisions for a future station on Ennis Avenue south of Elanora Drive (named Cooloongup). This option also had a dedicated bus service to link the station to the city centre. In addition to the higher cost of the tunnel options, there would also have been higher transit time for those travelling though Rockingham without getting off the train there.
Running south from Rockingham along the eastern side of Ennis Avenue, the double tracked section of the line was planned to end at Safety Bay Road, at Waikiki station (now Warnbro station). South from there, the line was to run single tracked to Mandurah station, including crossing Stakehill Road, Paganoni Road, and a road in Lakelands at the line's only level crossings. Future station provisions were to be at Stakehill Road (named Stakehill station), Paganoni Road (named Karnup station), Lakelands, and Gordon Road.
Additionally, the master plan found that works were required along the Perth to Kenwick portion for the operation of the Mandurah line. These proposed works included an additional platform at Perth station, a rebuild of Victoria Park station, closure of Lathlain station, a rebuild of Carlisle station, closure of Welshpool station, a rebuild of Beckenham station, and the removal of most level crossings. The master plan stipulated that the Mandurah line run as a through service with the Joondalup line, a role which the Armadale line was fulfilling at the time. Among the advantages were that it would result in fewer trains needing to turn around at Perth station and the associated infrastructure requirements that arose from that. 104 railcars would have had to be purchased, which would be stored at a depot at Rockingham and at Nowergup on the Joondalup line.
In April 2000, an expanded version of the SWMR Master Plan was released by the government.
The Railway (Northern and Southern Urban Extensions) Act, which enabled the construction of the Mandurah line via Kenwick, passed the Western Australian Parliament in November 1999.$^{:1}$
In December 2000, the government announced that the railway between Warnbro and Mandurah would be double tracked. Under the previous single track design, maximum train frequency south of Warnbro was restricted to two trains per hour. The additional cost was $20 million.

### Direct route

However, following a change in State Government in 2001, a bill was passed that saw the route altered to start at Perth station, travel through a 1.6-kilometre (1.0 mi) tunnel, traverse the Kwinana Freeway, and then continue along its initial route after Jandakot. This second route was much more direct, and allowed through services with the Joondalup line; however it was more costly. The new route had a 20% faster journey time from Mandurah station to Perth, and a 40% faster journey time from Thomsons Lake to Perth. It also had higher projected patronage, with 24,950 passengers per day projected, as opposed to 19,100 for the route via Kenwick. The new route also meant that there is a higher maximum capacity for each line, as there are no tracks with multiple lines limiting maximum capacity. It also provided an opportunity for a new station at the south end of the Perth CBD, closer to the offices on St Georges Terrace.$^{:6}$ The route included the following stations:
* William Street (Perth) station
* Esplanade (Elizabeth Quay) station
* Canning Bridge station
* Leach Highway (Bull Creek) station
* South Street (Murdoch) station
* Thomsons Lake (Cockburn Central) station
* Thomas Road (Kwinana) station
* Leda (Wellard) station
* Rockingham station
* Waikiki (Warnbro) station
* Mandurah station
South Lake station was along the new alignment but was relegated to being built in the future. Leda station was budgeted for but was planned on opening later than the other stations. Thornlie, Nicholson Road, and Canning Vale stations were removed from the plan as they were along the Kwinana freight railway alignment.
This decision also led to the relocation of the Rockingham station from the city centre to the outer edge to offset the additional costs of the Perth section. The original route included tunnels to bring the railway into the Rockingham CBD. As a trade-off for relocating Rockingham station to the outer edge, the State Government promised a light rail link to the Rockingham CBD. This was later revised to a Central Area Transit style bus service partly within a dedicated busway. As part of the work, the Narrows and Mount Henry Bridges were rebuilt.

### Detailed planning and construction

The design and construction of the project was split up into eight packages. They are as follows:
| Package | Value | Scope |
| A | $310 million | Drainage, earthworks, tracks, traction power network from Mandurah to the Narrows Bridge Roadworks, bridges, and underpasses from Mandurah to Glen Iris Signalling and communications for the entire line Mandurah railcar depot |
| B | $32 million | Cockburn Central, Kwinana, and Wellard stations |
| C | $38 million | Rockingham, Warnbro and Mandurah stations |
| D | $32 million | Canning Bridge, Bull Creek, and Murdoch stations |
| E | $105 million | Roadworks along the Kwinana Freeway, including new bridges, barriers, and modification of the existing bridges |
| F | $324.5 million | Tunnelling, Perth Underground station, Esplanade station, connection to the rest of the rail network |
| G | $10.6 million | New train control system |
| H | | Various minor works |
All of these packages were managed by New MetroRail except for Package E, which was managed by Main Roads Western Australia. New MetroRail was a division of the Western Australian Government Railways Commission (later the Public Transport Authority), set up in March 2003 as a rebrand of the Perth Urban Rail Development Project. This division managed the construction of the Mandurah line, as well as an extension to the Joondalup line and upgrades along the Armadale line.$^{:1}$
The first contracts were awarded in April 2002: the contract for designing Package B was awarded to Woodhead International Architects for $2.1 million, and the contract for designing Package C was awarded to Jones Coulter Young Pty Ltd for $2.5 million.$^{:6}$ Woodhead recruited MPS Architects to do part of the design work for Package B, and Jones Coulter Young recruited Taylor Robinson Architects to do part of the design work for Mandurah and Warnbro stations. The $9.7 million design contract for Package A was awarded to Maunsell SKM Joint Venture in September 2002, and the $3.1 million design contract for Package D was awarded to Woodhead International Architects and MPS Architects in October 2002.$^{:6}$ Woodhead designed Bull Creek and Canning Bridge stations, and MPS designed Murdoch station.
The Railway (Jandakot to Perth) Act passed parliament on 27 November 2002, and received royal assent on 5 December 2002, enabling the construction of the railway between Perth and Jandakot to begin.$^{:1}$
Expressions of interest for the construction of Package F closed on 16 April 2003. The five proponents that applied were City Connect (joint venture between Clough, McConnell Dowell and Obayashi); Bilfinger Berger–Baulderstone Hornibrook; Leighton–Kumagai Gumi Team; Multiplex–John Holland–Tyco Group; and Henry Walker Eltin–Bouygues. City Connect and Leighton–Kumagai Gumi Team were shortlisted on 29 May 2003. The request for proposals began on 16 June 2003, and the detailed submissions from each consortia were due on 18 September 2003.$^{:2}$
In July 2003, the Environmental Protection Authority submitted a Public Environmental Review to the Minister for Environment, Judy Edwards. She approved the environmental review on 14 November 2003.
Expressions of interest for the construction of the three station packages, packages B, C and D, opened in September 2003, and closed on 30 October.
In December 2003, Cabinet decided to award the construction contract for Package E to Leighton Contractors Pty Ltd, and the construction contract for Package F to Leighton-Kumagai Gumi Team. The completion date of the entire line to Mandurah was also brought forward to December 2006. Leighton Contractors had been selected as the preferred proponent for Package E, and Leighton-Kumagai Gumi Team had been selected as the preferred proponent for Package F in October 2003.$^{:3}$
The contract for the design and construction of Package E was signed on 14 January 2004. This package consisted of all the roadworks along the Kwinana Freeway. This included the construction of a new bridge between the two existing Narrows Bridges, for the southbound tracks. The northbound tracks were built on the existing northbound road bridge, which had to be strengthened to withstand the weight of a train. The Mount Henry Bridge had to have a new bridge for northbound road traffic built next to the existing bridge. The existing bridge was strengthened, for railway tracks to go across it. Existing bridges along the Kwinana Freeway had to have various modifications, including pier strengthening and protection. The freeway had to undergo minor realignment in parts so that the railway could fit. The layout of onramps and offramps at Leach Highway and South Street had to be changed, as that was where Bull Creek and Murdoch stations were to be built respectively.
Package E also included the construction of the railway formation layer along the Kwinana Freeway, construction of drainage along that section, construction of concrete barriers between the freeway and the railway, and construction of noise walls along some stretches. It also included the moving of the bus bridge that goes from Canning Highway to the freeway northbound 9.5 metres (31 ft) west, as the bridge was in the way of the railway. Initially, this bridge was going to be demolished and rebuilt, but it was determined that moving the bridge was viable and more economical.
The contract for the design and construction of Package F was awarded to Leighton–Kumagai Gumi on 14 February 2004. The main part of this package was the tunnelling under the Perth central business district and the construction of Perth Underground and Esplanade stations. The tunnelling consisted of two 700-metre (2,300 ft) long bored tunnels between Perth rail yard (the track west of Perth station) and Esplanade station, and 600 metres (2,000 ft) of cut-and-cover tunnel south of Esplanade station. The two stations were also cut-and-cover. Smaller parts of Package F included changes to the traction power supply sections around Perth station, changes to the layout of the Perth rail yard, alterations and strengthening of the Horseshoe Bridge, construction of a pedestrian tunnel under Wellington Street to link Perth underground to the existing Perth station, and landscaping and changes to the road layout around the southern tunnel portal. Construction on Package F began in March 2004, making this package the first one to begin construction. The tunnel was the first railway tunnel to be built in Perth since 1895 when the Swan View Tunnel was built in the present-day John Forrest National Park. This was the most challenging portion of the Mandurah line project, with it being heavily criticised in the press.
The tunnel boring machine, manufactured by Mitsubishi Heavy Industries, was lifted into position in the Esplanade station box on 14 August 2005. It was named "the Sandgroper", a colloquial demonym for Western Australia, and had a mass of 300 tonnes (300 long tons; 330 short tons) and a length of 60 metres (200 ft). Following a slight delay due to technical issues during commissioning, the TBM started boring the eastern tunnel on 25 October 2005. On 7 February 2006, the TBM broke through to William Street station, 460 metres (1,510 ft) north of The Esplanade. The first tunnel was complete when the TBM broke through to the northern tunnel portal on 4 June 2006. The machine was transported back to Esplanade station to do the second tunnel. It broke through to William Street station on 31 August 2006, and broke through the northern tunnel portal on 24 October 2006.$^{:1}$ With the TBM designed specifically for Perth's sandy soils, it had to be scrapped following the project as no buyers could be found.
On 23 May 2004, the contract for the construction of Package A was awarded to RailLink Joint Venture: a joint venture between John Holland, Macmahon Contractors, and Multiplex Constructions, after being named the preferred tenderer in late 2003.$^{:1}$ As only parts of this package were fully designed by MSKM and New MetroRail during the design contract, the construction contract also included a design component. This package included bulk earthworks for stations between Mandurah and Cockburn Central; civil works, drainage, and track structure between Mandurah and the Narrows Bridge; the traction power network from Mandurah to north of the Narrows Bridge, including overhead wires, feeder stations at Jandakot and Karnup, and track sectioning cabins; roadworks between Mandurah and Glen Iris, including rail, road, and pedestrian bridges; signals and communication for the entire line; Mandurah railcar depot; and connecting the signalling, power and communications systems to the rest of the network at Perth Yard.
In May 2004, construction began on Package E, with works commencing on the Mount Henry Bridge. The new bridge opened to traffic on 22 January 2006.
In November 2004, the contract for Package D was awarded to John Holland. In March 2005, the contract for Package B was awarded to Doric Brierty Joint Venture, a joint venture between Doric Constructions and Brierty Contractors. The Doric Brierty Joint Venture was again awarded a contract in June 2005, for Package C[a], which was for Rockingham and Warnbro stations; the contract for Package C[b], which was for the construction of Mandurah station, was awarded to J.M. & E.D. Moore. The construction of the stations from Canning Bridge to Mandurah started from mid- to late-2005.
In April 2005, Planning and Infrastructure Minister Alannah MacTiernan announced that the line's scheduled opening date had been delayed to April 2007. The contingency sum was increased by $45.193 as well, due to two station contracts being above estimates from 2002 and new safety standards for earthing and insulation. In April 2006, MacTiernan announced that the line's opening date had been delayed to July 2007, with Package E being behind schedule. The contingency sum was increased by $49.801 million, bringing the project's total cost to $1.613 billion.
Track laying commenced, starting from a track laying depot in Hillman, on 16 March 2006. For the most part, a track laying machine was used, which could lay about 1 kilometre (0.62 mi) of track per day.$^{:2}$ Track laying between Mandurah and the Narrows Bridge was completed in December 2006.$^{:2}$
In June 2006, the government reached a $21.8 million settlement with the RailLink Joint Venture, as RailLink's construction was delayed through no fault of their own.
In January 2007, Mandurah, Kwinana, Wellard, and Cockburn Central stations were complete. Rockingham and Warnbro stations were completed on 9 March 2007. Canning Bridge, Bull Creek, and Murdoch stations reached practical completion in June 2007.
In April 2007, Planning and Infrastructure Minister Alannah MacTiernan revealed the line was delayed, with opening likely in October 2007.
The first test train ran on the line, between Perth Yard and Esplanade station, in August 2007. In September 2007, the overhead wiring system was energised between Perth Yard and south of Esplanade station. This section reached practical completion in September 2007, with the site being handed over to the Public Transport Authority on 10 September 2007.
From 7 to 14 October 2007, a planned shutdown of the whole Fremantle line and partial closure of the Joondalup line between Perth and Leederville stations was undertaken to allow workers to connect the Mandurah line to the Joondalup line. On 15 October 2007, Perth Underground and Esplanade stations opened. On this day, the railway also carried its first passengers with the extension of Joondalup line services to Esplanade station.
On 9 November 2007, the first train crossed the Narrows Bridge to Rockingham station, testing the new railway line at around 07:30 with a driver and a group of engineers. After the line testing completed, driver training was undertaken.
The line was officially opened on 23 December 2007, with the first train carrying 1,500 passengers, including 1,000 members of the public selected by ballot.
The line replaced bus services that previously travelled along the freeway to the city, which now terminate at Mandurah line stations. The exception is Canning Highway services, which stop at Canning Bridge station before continuing to the city.

### Post-opening

Since opening, there have been proposals for stations to be built at South Perth, Aubin Grove, Karnup and Lakelands. Of those stations, Aubin Grove was opened in 2017 and Lakelands station opened in 2023.
After the opening of the Mandurah line, the government committed to building a station by 2010 at Richardson Street in South Perth. The station would serve major attractions such as Perth Zoo and crowds heading to the South Perth foreshore to watch the City of Perth Skyworks. After a change in government in September 2008, South Perth station was delayed to opening in 2013. The station was not in the 2009 state budget, and has not been built since.
In August 2012, the government announced plans for the construction of Aubin Grove station, at Russell Road between Cockburn Central station and Kwinana station. The station was planned to cost $80 million. A tender for the construction of the station was released in July 2014. In February 2015, CAMPS, which is a joint venture between Coniglio Ainsworth Architects and M. P. S. Architects, was selected to design the station. In late-2015, Georgiou Group was awarded the construction contract. Construction began in March 2016, and on 23 April 2017, the station was opened. The project had a final cost of $125 million, of which $72 million was for the station.
Ahead of the 2017 state election, both major parties promised to build a $520 million extension of the Thornlie line to link up with the Mandurah line at Cockburn. The line was planned to follow the previously planned alignment of the Mandurah line, along the Kwinana freight railway, and have stations at Ranford Road and Nicholson Road, before entering the Kwinana Freeway and terminating at a new platform at Cockburn Central station. One of the publicised advantages of the line was that it would make getting to Perth Stadium quicker for people south of Cockburn Central, as the stadium, which was under construction at the time, is along the Armadale/Thornlie line. The Labor Party also promised to build a station at Karnup, between Mandurah and Warnbro, as part of their proposed Metronet program of public transport expansion.
The Labor Party won the election. Early works began in late 2019, with full constructing beginning in 2020. The extension is expected to open in 2024. As part of a major realignment of railway tracks at the Cockburn Central railway station, the Mandurah line was closed between Elizabeth Quay and Aubin Grove from 26 December 2021 to 14 January 2022, in what Metronet said was the longest ever shutdown on Perth's public transport network. In this time, the existing tracks were moved to the edge of the rail corridor to make room for the new Thornlie line tracks that will run between the Mandurah line tracks.
The Labor Party also promised ahead of the 2017 election to build a station at Karnup, between Mandurah and Warnbro. In March 2019, Prime Minister Scott Morrison promised $10 million in federal funding for a station at Lakelands, between Mandurah and Karnup. That was later increased to 80% of the $80 million construction cost, which prompted the state government in November 2019 to delay construction of Karnup station in favour of constructing Lakelands station. Requests from the state government for the federal government to fund Karnup station instead were refused. ADCO Constructions was selected as the preferred proponent in December 2021, with the company being awarded the contract in January 2020. Works for Lakelands station began in August 2021, and the station opened on 11 June 2023.

## Description

The railway uses 1,067 mm (3 ft 6 in) gauge; the same as the rest of the Transperth network. It is designed for a maximum train speed of 140 kilometres per hour (87 mph), however trains do not go above 130 kilometres per hour (81 mph) in regular operation. During hot weather, the tracks can distort. As a result, train speeds are reduced by approximately 20 kilometres per hour (12 mph) when the air temperature is above 39 °C (102 °F), and by an additional 10 kilometres per hour (6.2 mph) when the air temperature is above 41 °C (106 °F).
The line uses an overhead 25 kV AC power supply system, which is the same system as the rest of the Transperth network. Third rail 750 V DC power was considered but was not chosen because it would require the rolling stock to be modified to use both power systems, which would reduce performance and cost over $20 million. This system would also require that traction supply substations be located within 3-kilometre (1.9 mi) intervals.
The Transperth network currently uses fixed block signalling and automatic train protection, which stops trains that pass a red signal and slows trains that drive too fast.$^{:21}$ These systems will be replaced by communications-based train control as part of Metronet. The new systems are planned to be in place on the Mandurah line by June 2029,$^{:77}$ and will allow up to at least 30 trains per hour to use the line.$^{:28}$
Fencing is used along the entire line aside from the freeway and tunnel sections. Concrete barriers are along the freeway section of the line, separating road traffic from the railway.
As a result of the large station spacing, the Mandurah line is the fastest passenger rail service in Australia, with an average speed of 84 kilometres per hour (52 mph).

### Route

The Mandurah line operates as a through service with the Yanchep line. The service between Perth Underground station and Elizabeth Quay station is designated as both the Mandurah and Yanchep lines. This section is underground in twin bored tunnels, and has a roughly north–south heading. Perth Underground station has an underground pedestrian link to the rest of Perth station. North of Perth Underground station, along the Yanchep line, the track bends westwards, then surfaces parallel to the Fremantle line, allowing trains to switch tracks to the rest of the network. Approximately 36 kilometres (22 mi) north along the Yanchep line is the Nowergup depot, where maintenance on trains occurs, and where most Mandurah and Yanchep line trains are stored.
South from Elizabeth Quay station, the tracks bend westwards in a cut-and-cover tunnel, surfacing in parts for the next 400 metres (1,300 ft), before permanently surfacing. 200 metres (660 ft) after that, the railway passes under a bridge for the southbound carriageway of the Mitchell Freeway, whilst gradually turning south, and entering the freeway's median. Just south of there, the railway crosses the Swan River on the Narrows Bridge, where the Mitchell Freeway changes name to the Kwinana Freeway.
From the Narrows Bridge, the railway travels along the median of the Kwinana Freeway, parallel to the shore of the Swan and Canning rivers. The only station along this section is Canning Bridge station, which is at the point where the Canning Highway crosses the freeway and the Canning River. At approximately 8 kilometres (5.0 mi) south of the Narrows Bridge, the railway and freeway cross the Canning River on the Mount Henry Bridge.
South of the Mount Henry Bridge, the railway continues in the median of the Kwinana Freeway. Stations along this section, from north to south, are Bull Creek station, where Leach Highway interchanges with the freeway; Murdoch station, where South Street interchanges with the freeway; Cockburn Central station, between the freeway's interchanges with Armadale Road and Beeliar Drive; and Aubin Grove station, where the freeway has an interchange with Russell Road and Gibbs Road. About halfway between Murdoch station and Cockburn Central station is the Glen Iris Tunnel, where the Thornlie line will enter the Kwinana Freeway median. 21 kilometres (13 mi) south of the Mount Henry Bridge, the railway dives down into a cut-and-cover tunnel, and exits the Kwinana Freeway.
After exiting the freeway, the railway goes in a south-westerly direction, passing through the City of Kwinana. Stations along here are Kwinana station and Wellard station. When the railway reaches Rockingham station, Perth, it turns in a southerly direction, and travels parallel to Ennis Avenue for 10 kilometres (6.2 mi), passing through Warnbro station. For the remainder of the line, it travels south, through rural and suburban areas, towards Lakelands station. About 1 kilometre (0.62 mi) south of Lakelands, the railway then travels in the median of Mandjoogoordap Drive for 4 kilometres (2.5 mi), entering and exiting the road through cut-and-cover tunnels. At the line's Mandurah terminus, there is a small railcar depot, used for cleaning and storing trains overnight.

### Stations

The Mandurah line has 13 stations. All 11 stations outside the Perth CBD have been designed with a dedicated bus interchange.
| Station | Distance from Perth | Distance from Perth | Fare zone | Location | Opened | Connections |
| Station | km | mi | Fare zone | Location | Opened | Connections |
| Perth Underground | 0.0 | 0.0 | 1/FTZ | Perth | 15 October 2007 | Bus at Perth Busport Australind, Airport, Armadale, Fremantle, Midland and Thornlie lines Services continue on the Yanchep line |
| Elizabeth Quay | 0.6 | 0.4 | 1/FTZ | Perth | 15 October 2007 | Bus at Elizabeth Quay bus station |
| Canning Bridge | 7.2 | 4.5 | 1 | Como | 23 December 2007 | Bus |
| Bull Creek | 11.7 | 7.3 | 2 | Bateman, Bull Creek | 23 December 2007 | Bus |
| Murdoch | 13.9 | 8.6 | 2 | Leeming, Murdoch | 23 December 2007 | Bus |
| Cockburn Central | 20.5 | 12.7 | 3 | Cockburn Central, Jandakot | 23 December 2007 | Bus |
| Aubin Grove | 23.8 | 14.8 | 3 | Atwell, Success | 23 April 2017 | Bus |
| Kwinana | 32.9 | 20.4 | 4 | Bertram, Parmelia | 23 December 2007 | Bus |
| Wellard | 37.1 | 23.1 | 4 | Wellard | 23 December 2007 | Bus |
| Rockingham | 43.2 | 26.8 | 5 | Cooloongup, Rockingham | 23 December 2007 | Bus |
| Warnbro | 47.5 | 29.5 | 5 | Warnbro | 23 December 2007 | Bus |
| Lakelands | 64.5 | 40.1 | 7 | Lakelands | 11 June 2023 | Bus |
| Mandurah | 70.8 | 44.0 | 7 | Mandurah | 23 December 2007 | Bus |

## Service

Transperth train services are operated by the Public Transport Authority's Transperth Train Operations division. Mandurah line 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 trains terminate or commence at Cockburn Central station. The travel time from Perth Underground station to Mandurah station is 54 minutes. On weeknights, the last train arrives at Mandurah station at 1:11 am and the first train departs at 4:35 am. On Saturday and Sunday nights, the last train arrives at Mandurah station 3:09 am and the first train departs at 5:02 am on Saturdays and 6:25 am on Sundays.
Before January 2016, express services operated on the Mandurah line during peak periods to manage overcrowding. The introduction of more B-series sets allowed for most trains during peak to be six cars long, which increased capacity and allowed for all services to stop at all stations from 31 January 2016 onwards. Before then, some peak trains skipped Canning Bridge station. Before June 2009, services terminating at Cockburn Central operated off-peak as well, making for 7½-minute headways between Perth and Cockburn Central during the day. These services were withdrawn to save money.
From 2031, peak frequencies on the Mandurah line are planned to reach 18 trains per hour, which will be made possible by C-series trains having three doors per car, which reduces dwell times compared to B-series trains, and the communications-based train control signalling upgrade.

### Rolling stock

The main rolling stock used on the Mandurah line are Transperth B-series and C-series trains, with A-series trains sometimes used. The A-series trains entered service between 1991 and 1999, have a maximum speed of 110 kilometres per hour (68 mph), and consist of two cars which are usually joined to form four-car trains. Each car has two doors on each side. The B-series trains entered service between 2004 and 2019, have a maximum speed of 130 kilometres per hour (81 mph), and consist of three cars which are usually joined to form six-car trains. Each car has two doors per side. The C-series trains have been entering service since 2024, have a maximum speed of 130 kilometres per hour (81 mph), and consist of six cars with three doors on the side of each car.
In May 2002, the government signed a contract with EDI Rail and Bombardier Transportation for the construction of Nowergup depot at the northern end of the Joondalup line and the delivery and maintenance of thirty-one three car B-series trains to be used on the Joondalup and Mandurah lines. The government ordered fifteen additional B-series trains in December 2006. The first of the additional railcars entered service in June 2009, allowing for some A-series trains to be transferred to other lines. In July 2011, a further fifteen B-series trains were ordered. This order eventually increased to twenty-two. The first of these trains entered service in December 2013. By the end of that order, all A-series trains had been transferred to other lines and almost every peak hour train on the Mandurah line was six-cars long.
In December 2019, the government signed a contract with Alstom for the delivery and maintenance of forty-one C-series trains to replace the A-series trains and provide the rolling stock required for network expansions. The C-series trains have three doors on the side of each car, decreasing dwell times. The first C-series train entered service on the Mandurah and Joondalup lines on 8 April 2024. The C-series trains are planned to only be used on the Yanchep and Mandurah lines initially, with B-series trains transferred to other lines to replace the retiring A-series trains.
Most trains on the Mandurah line are stored and cleaned at Nowergup depot. There is also Mandurah depot, which can store and clean a smaller number of trains. Maintenance occurs at Nowergup depot. As a result of increasing train frequency, a new depot may be required in the future along the Mandurah line.$^{:96}$

### Patronage

The opening of the Mandurah line resulted in a large increase in Transperth train patronage, as well as a moderate increase in bus patronage. By February 2008, the average number of boardings on the Mandurah line was 30,000 per weekday and 15,000 per weekend day. By July 2008, this had reached nearly 50,000 boardings per weekday, reaching the target quicker than expected. Boardings across the whole train network had increased by 57 percent since the Mandurah line opened, from 115,000 to 180,000 per day. Over the first half of 2008, the Mandurah line made up 28 percent of all fare-paying boardings, beating the Joondalup line to become the busiest Transperth railway line. PTA chief executive officer Reece Waldock described the Mandurah line as a "victim of its own success" due to overcrowding and full car parks. He attributed the higher-than-expected patronage to three factors: a resources boom in Western Australia at the time, an increase in fuel prices, and people conscious of their impact on climate change.
The Mandurah line reached an initial peak of 21,150,408 boardings in 2012–13 before a period of stagnation. Patronage declined the following financial year due to shutdowns caused by the Perth City Link and economic factors, but slightly increased in the year next. In 2015–16 and 2016–17, patronage declined again, but then increased over the following two years, reaching 20,900,819 in 2018–19 due to a rebound in Western Australia's economy. The pandemic's onset in 2020 resulted in a massive decrease, reaching a low of 14,357,888 boardings in 2021–22, rebounding since then to reach a new record of 21,874,779 boardings in 2023–24.
The busiest stations on the Mandurah line as of 2013–14, excluding Perth Underground and Elizabeth Quay, are Murdoch, Cockburn Central, Mandurah, and Bull Creek. The least busiest stations as of 2013–14 are Wellard, Kwinana, and Canning Bridge. As of October 2017, Elizabeth Quay and Murdoch stations are the second and third busiest Transperth stations respectively.
Mandurah line annual patronage :
| Year | Patronage | ±% |
| 2010–11 | 18,519,864 | — |
| 2011–12 | 20,293,223 | +9.58% |
| 2012–13 | 21,150,408 | +4.22% |
| 2013–14 | 20,663,690 | −2.30% |
| 2014–15 | 20,699,900 | +0.18% |
| 2015–16 | 20,595,401 | −0.50% |
| 2016–17 | 20,343,828 | −1.22% |
| 2017–18 | 20,545,716 | +0.99% |
| 2018–19 | 20,900,819 | +1.73% |
| 2019–20 | 16,882,261 | −19.23% |
| 2020–21 | 14,856,023 | −12.00% |
| 2021–22 | 14,357,888 | −3.35% |
| 2022–23 | 17,669,846 | +23.07% |
| 2023–24 | 21,874,779 | +23.80% |