❓ A WA parliamentary question addresses traffic concerns related to railway construction along the Kwinana Freeway, including potential delays, busway impact, and prisoner transport. The parliamentary secretary provides detailed responses regarding studies, mitigation measures, and stakeholder engagement.
AnsweredQoN 724Legislative Council
QuestionView source ↗
(1) Has the Department for Planning and Infrastructure or Main Roads WA - I think it is now called Roads West - conducted or commissioned a traffic study into the effects of the railway construction along the Kwinana Freeway? If so, which; and, in the case of a commissioned study, who has been commissioned? If not, why not? (2) If so, has the study been completed, and what does it show? If it has not been completed, when is it due to be completed? (3) If it has been completed, will the parliamentary secretary table the report? If not, why not? (4) Is the department concerned that construction of the railway may lead to traffic delays on any of the following - (a) Kwinana Freeway, (b) Mitchell Freeway, (c) Mounts Bay Road, (d) Riverside Drive, (e) Stirling Highway, (f) Canning Highway, (g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD
AnswerView source ↗
I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(2) If so, has the study been completed, and what does it show? If it has not been completed, when is it due to be completed? (3) If it has been completed, will the parliamentary secretary table the report? If not, why not? (4) Is the department concerned that construction of the railway may lead to traffic delays on any of the following - (a) Kwinana Freeway, (b) Mitchell Freeway, (c) Mounts Bay Road, (d) Riverside Drive, (e) Stirling Highway, (f) Canning Highway, (g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(3) If it has been completed, will the parliamentary secretary table the report? If not, why not? (4) Is the department concerned that construction of the railway may lead to traffic delays on any of the following - (a) Kwinana Freeway, (b) Mitchell Freeway, (c) Mounts Bay Road, (d) Riverside Drive, (e) Stirling Highway, (f) Canning Highway, (g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(4) Is the department concerned that construction of the railway may lead to traffic delays on any of the following - (a) Kwinana Freeway, (b) Mitchell Freeway, (c) Mounts Bay Road, (d) Riverside Drive, (e) Stirling Highway, (f) Canning Highway, (g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(a) Kwinana Freeway, (b) Mitchell Freeway, (c) Mounts Bay Road, (d) Riverside Drive, (e) Stirling Highway, (f) Canning Highway, (g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(b) Mitchell Freeway, (c) Mounts Bay Road, (d) Riverside Drive, (e) Stirling Highway, (f) Canning Highway, (g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(c) Mounts Bay Road, (d) Riverside Drive, (e) Stirling Highway, (f) Canning Highway, (g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(d) Riverside Drive, (e) Stirling Highway, (f) Canning Highway, (g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(e) Stirling Highway, (f) Canning Highway, (g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(f) Canning Highway, (g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(2) If so, has the study been completed, and what does it show? If it has not been completed, when is it due to be completed? (3) If it has been completed, will the parliamentary secretary table the report? If not, why not? (4) Is the department concerned that construction of the railway may lead to traffic delays on any of the following - (a) Kwinana Freeway, (b) Mitchell Freeway, (c) Mounts Bay Road, (d) Riverside Drive, (e) Stirling Highway, (f) Canning Highway, (g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(3) If it has been completed, will the parliamentary secretary table the report? If not, why not? (4) Is the department concerned that construction of the railway may lead to traffic delays on any of the following - (a) Kwinana Freeway, (b) Mitchell Freeway, (c) Mounts Bay Road, (d) Riverside Drive, (e) Stirling Highway, (f) Canning Highway, (g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(4) Is the department concerned that construction of the railway may lead to traffic delays on any of the following - (a) Kwinana Freeway, (b) Mitchell Freeway, (c) Mounts Bay Road, (d) Riverside Drive, (e) Stirling Highway, (f) Canning Highway, (g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(a) Kwinana Freeway, (b) Mitchell Freeway, (c) Mounts Bay Road, (d) Riverside Drive, (e) Stirling Highway, (f) Canning Highway, (g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(b) Mitchell Freeway, (c) Mounts Bay Road, (d) Riverside Drive, (e) Stirling Highway, (f) Canning Highway, (g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(c) Mounts Bay Road, (d) Riverside Drive, (e) Stirling Highway, (f) Canning Highway, (g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(d) Riverside Drive, (e) Stirling Highway, (f) Canning Highway, (g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(e) Stirling Highway, (f) Canning Highway, (g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(f) Canning Highway, (g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(g) William Street, (h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(h) Barrack Street, (i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(i) St Georges Terrace, (j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(j) Adelaide Terrace (k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(k) or other significant roads connected to the Kwinana Freeway at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
at any time while the railway is being constructed and, in particular, once the dedicated busway has ceased to function as such? (5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(5) When is the busway scheduled - (a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(a) to have work commence on it, (b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(b) to cease wholly or partially to be available as a dedicated busway? (6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(6) What measures are proposed by the minister’s department to prevent prisoner transport being trapped in traffic when conveying prisoners from Hakea or Casuarina Prisons to court? Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
Hon GRAHAM GIFFARD replied: I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
I thank the member for some notice of the question. The minister has advised as follows - (1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(1) Yes. The Perth Urban Rail Development Office engaged consultants to undertake a series of studies into the effects of the railway construction on the Kwinana Freeway. The studies were undertaken in conjunction with Main Roads Western Australia and other key stakeholders. The consultant commissioned to carry out the work was BSD Consultants Pty Ltd. (2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(2) The studies were undertaken into three parts. These were a disruption management plan for traffic on the freeway between Glen Iris and the Narrows Bridge; tidal flow lane operation during the widening of the Mount Henry Bridge; and a high occupancy vehicle operation between Leach Highway and the Narrows Bridge. The disruption management plan was commissioned in July 2002 as an important part of the supplementary master plan, which was finalised and released in August 2002. The other two reports were undertaken in November 2002 as the result of the ongoing interaction with stakeholders, principally Main Roads Western Australia and Transperth. The reports investigate the impacts on the freeway bus infrastructure and road traffic from the construction works required for the south west metropolitan railway between Glen Iris and the Narrows Bridge. The disruption management plan examines the options for traffic management during construction of the railway infrastructure. It demonstrates that the concept design for the south west metropolitan railway outlined in the supplementary master plan can be built in such a way as to minimise disruption to buses and freeway traffic. Taken together, the reports recommend solutions for avoiding specific traffic management issues using measures that are both reasonable and practicable. (3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(3) The reports described in (2) are working documents, and in the time since their production further work has been carried out on the development of the designs and implementation strategies for the railway works within the freeway. The reports will be tabled following the minister’s consideration of them. (4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(4) Any major infrastructure project will cause a certain amount of disruption. This was the case with major infrastructure projects undertaken by the previous Government, such as the Northbridge tunnel and the duplication of the Narrows Bridge. Work undertaken to date by BSD Consultants indicates that disruption from construction of the fast direct route can and will be minimised. It is important to note that the same level of disruption would have occurred on the Kwinana Freeway between Canning Bridge and Murdoch under stage 2 of the previous Government’s bus lane project. (5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(5) The dedicated bus lanes will remain in use until the latest possible time to enable rail services to commence in November 2006. The works will be undertaken by a design and construct form of contract; and depending on the contractor’s construction program and methods, the closure of the dedicated bus lane is anticipated to be no more than four to six months prior to commencement of services. After the buses are displaced from the bus lanes, priority for buses will be retained for the section between Canning Bridge and the Narrows by the use of the inner traffic lane, with bus priority access at Canning Bridge. The proposed operations arrangements have been developed in conjunction with Transperth and are sensible arrangements that do not significantly affect the levels of service for bus users. The proposed tidal flow system on the Mount Henry Bridge and the use of the high occupancy vehicle lane, which have not yet been considered by government, are solutions that have been supported by Transperth as being acceptable to its timetabling and routing schedules. (6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
(6) The minister is not aware of the Department of Justice raising the issue of the transportation of prisoners when the fast, direct route commences. If the department considers this to be an issue, consideration will be given to providing access for prisoner transport to the bus priority measures to be put in place when the fast, direct route commences.
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