❓ A WA parliamentary question addresses safety concerns regarding the new and existing rolling stock for the New MetroRail project, focusing on compatibility, safety systems, and adherence to safety recommendations. The answer provides assurances of safety measures and compatibility.
AnsweredQoN 3230Legislative Assembly
QuestionView source ↗
(1) Is the rolling stock being purchased for New MetroRail the same as that being operated on the existing West Rail?
(2) If not, on what technical basis were the new design specifications decided?
(3) If the rolling stock designs are different, what facilities are in place to ensure that a train cannot pass a signal at danger?
(4) I refer to the Government web site indicating that the ‘majority’ of the new rolling stock will be operated on the new corridors which also indicates that some of the old rolling stock will also be operated, from necessity, to meet the Government’s predicted patronage and ask how has the Government accommodated the difference in reliability and operating parameters in the current rolling stock and the new rolling stock?
(5) Are the crush zones in the new rolling stock the same as those in the old, bearing in mind that the new rail corridors are being designed for faster trains?
(6) Will Automatic Train Control (ATC) be fitted to the new rolling stock to avoid the occurrence in Western Australia of similar documented events of catastrophic fatal consequences where a train passes a signal at danger?
(7) If not, why not?
(8) Will the old rolling stock be upgraded to meet the same operational reliability as the new rolling stock?
(9) It not, why not?
(10) If ATC is not fitted, will the Minister provide the risk analysis on which this decision was based?
(11) If ATC is not fitted, what other safety barriers does the Government intend to provide to ensure that trains cannot pass signals at danger?
(12) How has the Government included the comments from the Inquiry into the Waterfall Accident in New South Wales into the safety requirements to protect West Australian passengers from a similar occurrence?
(2) If not, on what technical basis were the new design specifications decided?
(3) If the rolling stock designs are different, what facilities are in place to ensure that a train cannot pass a signal at danger?
(4) I refer to the Government web site indicating that the ‘majority’ of the new rolling stock will be operated on the new corridors which also indicates that some of the old rolling stock will also be operated, from necessity, to meet the Government’s predicted patronage and ask how has the Government accommodated the difference in reliability and operating parameters in the current rolling stock and the new rolling stock?
(5) Are the crush zones in the new rolling stock the same as those in the old, bearing in mind that the new rail corridors are being designed for faster trains?
(6) Will Automatic Train Control (ATC) be fitted to the new rolling stock to avoid the occurrence in Western Australia of similar documented events of catastrophic fatal consequences where a train passes a signal at danger?
(7) If not, why not?
(8) Will the old rolling stock be upgraded to meet the same operational reliability as the new rolling stock?
(9) It not, why not?
(10) If ATC is not fitted, will the Minister provide the risk analysis on which this decision was based?
(11) If ATC is not fitted, what other safety barriers does the Government intend to provide to ensure that trains cannot pass signals at danger?
(12) How has the Government included the comments from the Inquiry into the Waterfall Accident in New South Wales into the safety requirements to protect West Australian passengers from a similar occurrence?
AnswerView source ↗
Answered
26 November 2004
Responded by
Minister for Planning and Infrastructure
Response time
65 days
Specifications for the new railcars were tailored to suit the type of service they will operate on the Southern Suburbs Railway. The standards to which they have been designed and constructed are consistent with current international railway industry standards. (3) Essentially the same safeworking facilities will be in place as for those in place for the existing train services. Automatic Train Protection (ATP) was implemented with electrification of the urban network in the late 80's/early 90's. ATP is a safety system that transfers information to the driving cab of the railcar regarding allowable speeds and signal aspects. If a railcar exceeds allowable speeds, the ATP equipment onboard emits an audible warning which is escalated to application of the emergency brake if the driver does not respond. In addition, if a train attempts to pass a red signal the ATP will apply an emergency brake. The new railcars, like the existing railcars, have a vigilance system which supervises the alertness of a driver. This system alerts a driver with an audible and visual alarm and, if the alert is not responded to, the railcar brakes will be applied automatically. (4) Existing railcars will be used on sections of the new railway network. Maintenance regimes in place since electrification of the existing railway network will ensure that the railcars will continue to be highly reliable. However, the existing railcars will not operate south of Thomsons Lake as they are not able to meet the 130 km/hr speed requirement past that point. (5) The new railcars have similar crush zones to the existing railcars and are designed for higher speed. (6) ATP will be fitted to the new railcars. (7) Not applicable. (8) There will be no difference in reliability between the existing railcars and the new railcars. New and existing railcars will be able to operate in the same corridors. Both railcars have similar braking and acceleration characteristics and ATP systems. (9) Not applicable. (10) Not applicable. (11) Not applicable. (12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
(3) Essentially the same safeworking facilities will be in place as for those in place for the existing train services. Automatic Train Protection (ATP) was implemented with electrification of the urban network in the late 80's/early 90's. ATP is a safety system that transfers information to the driving cab of the railcar regarding allowable speeds and signal aspects. If a railcar exceeds allowable speeds, the ATP equipment onboard emits an audible warning which is escalated to application of the emergency brake if the driver does not respond. In addition, if a train attempts to pass a red signal the ATP will apply an emergency brake. The new railcars, like the existing railcars, have a vigilance system which supervises the alertness of a driver. This system alerts a driver with an audible and visual alarm and, if the alert is not responded to, the railcar brakes will be applied automatically. (4) Existing railcars will be used on sections of the new railway network. Maintenance regimes in place since electrification of the existing railway network will ensure that the railcars will continue to be highly reliable. However, the existing railcars will not operate south of Thomsons Lake as they are not able to meet the 130 km/hr speed requirement past that point. (5) The new railcars have similar crush zones to the existing railcars and are designed for higher speed. (6) ATP will be fitted to the new railcars. (7) Not applicable. (8) There will be no difference in reliability between the existing railcars and the new railcars. New and existing railcars will be able to operate in the same corridors. Both railcars have similar braking and acceleration characteristics and ATP systems. (9) Not applicable. (10) Not applicable. (11) Not applicable. (12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
(4) Existing railcars will be used on sections of the new railway network. Maintenance regimes in place since electrification of the existing railway network will ensure that the railcars will continue to be highly reliable. However, the existing railcars will not operate south of Thomsons Lake as they are not able to meet the 130 km/hr speed requirement past that point. (5) The new railcars have similar crush zones to the existing railcars and are designed for higher speed. (6) ATP will be fitted to the new railcars. (7) Not applicable. (8) There will be no difference in reliability between the existing railcars and the new railcars. New and existing railcars will be able to operate in the same corridors. Both railcars have similar braking and acceleration characteristics and ATP systems. (9) Not applicable. (10) Not applicable. (11) Not applicable. (12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
(5) The new railcars have similar crush zones to the existing railcars and are designed for higher speed. (6) ATP will be fitted to the new railcars. (7) Not applicable. (8) There will be no difference in reliability between the existing railcars and the new railcars. New and existing railcars will be able to operate in the same corridors. Both railcars have similar braking and acceleration characteristics and ATP systems. (9) Not applicable. (10) Not applicable. (11) Not applicable. (12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
(6) ATP will be fitted to the new railcars. (7) Not applicable. (8) There will be no difference in reliability between the existing railcars and the new railcars. New and existing railcars will be able to operate in the same corridors. Both railcars have similar braking and acceleration characteristics and ATP systems. (9) Not applicable. (10) Not applicable. (11) Not applicable. (12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
(7) Not applicable. (8) There will be no difference in reliability between the existing railcars and the new railcars. New and existing railcars will be able to operate in the same corridors. Both railcars have similar braking and acceleration characteristics and ATP systems. (9) Not applicable. (10) Not applicable. (11) Not applicable. (12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
(8) There will be no difference in reliability between the existing railcars and the new railcars. New and existing railcars will be able to operate in the same corridors. Both railcars have similar braking and acceleration characteristics and ATP systems. (9) Not applicable. (10) Not applicable. (11) Not applicable. (12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
(9) Not applicable. (10) Not applicable. (11) Not applicable. (12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
(10) Not applicable. (11) Not applicable. (12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
(11) Not applicable. (12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
(12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
(3) Essentially the same safeworking facilities will be in place as for those in place for the existing train services. Automatic Train Protection (ATP) was implemented with electrification of the urban network in the late 80's/early 90's. ATP is a safety system that transfers information to the driving cab of the railcar regarding allowable speeds and signal aspects. If a railcar exceeds allowable speeds, the ATP equipment onboard emits an audible warning which is escalated to application of the emergency brake if the driver does not respond. In addition, if a train attempts to pass a red signal the ATP will apply an emergency brake. The new railcars, like the existing railcars, have a vigilance system which supervises the alertness of a driver. This system alerts a driver with an audible and visual alarm and, if the alert is not responded to, the railcar brakes will be applied automatically. (4) Existing railcars will be used on sections of the new railway network. Maintenance regimes in place since electrification of the existing railway network will ensure that the railcars will continue to be highly reliable. However, the existing railcars will not operate south of Thomsons Lake as they are not able to meet the 130 km/hr speed requirement past that point. (5) The new railcars have similar crush zones to the existing railcars and are designed for higher speed. (6) ATP will be fitted to the new railcars. (7) Not applicable. (8) There will be no difference in reliability between the existing railcars and the new railcars. New and existing railcars will be able to operate in the same corridors. Both railcars have similar braking and acceleration characteristics and ATP systems. (9) Not applicable. (10) Not applicable. (11) Not applicable. (12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
(4) Existing railcars will be used on sections of the new railway network. Maintenance regimes in place since electrification of the existing railway network will ensure that the railcars will continue to be highly reliable. However, the existing railcars will not operate south of Thomsons Lake as they are not able to meet the 130 km/hr speed requirement past that point. (5) The new railcars have similar crush zones to the existing railcars and are designed for higher speed. (6) ATP will be fitted to the new railcars. (7) Not applicable. (8) There will be no difference in reliability between the existing railcars and the new railcars. New and existing railcars will be able to operate in the same corridors. Both railcars have similar braking and acceleration characteristics and ATP systems. (9) Not applicable. (10) Not applicable. (11) Not applicable. (12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
(5) The new railcars have similar crush zones to the existing railcars and are designed for higher speed. (6) ATP will be fitted to the new railcars. (7) Not applicable. (8) There will be no difference in reliability between the existing railcars and the new railcars. New and existing railcars will be able to operate in the same corridors. Both railcars have similar braking and acceleration characteristics and ATP systems. (9) Not applicable. (10) Not applicable. (11) Not applicable. (12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
(6) ATP will be fitted to the new railcars. (7) Not applicable. (8) There will be no difference in reliability between the existing railcars and the new railcars. New and existing railcars will be able to operate in the same corridors. Both railcars have similar braking and acceleration characteristics and ATP systems. (9) Not applicable. (10) Not applicable. (11) Not applicable. (12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
(7) Not applicable. (8) There will be no difference in reliability between the existing railcars and the new railcars. New and existing railcars will be able to operate in the same corridors. Both railcars have similar braking and acceleration characteristics and ATP systems. (9) Not applicable. (10) Not applicable. (11) Not applicable. (12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
(8) There will be no difference in reliability between the existing railcars and the new railcars. New and existing railcars will be able to operate in the same corridors. Both railcars have similar braking and acceleration characteristics and ATP systems. (9) Not applicable. (10) Not applicable. (11) Not applicable. (12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
(9) Not applicable. (10) Not applicable. (11) Not applicable. (12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
(10) Not applicable. (11) Not applicable. (12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
(11) Not applicable. (12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
(12) The recommendations from Waterfall Accident Inquiry have been taken into account. The "deadman's" system installed on NSW trains is not installed on Perth trains. The ATP and vigilance systems installed on Perth trains, coupled with other safety systems and the level of driver training ensures a high degree of passenger safety.
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