❓ A WA parliamentary question on notice regarding the safety and cost implications of the South West Metropolitan Railway (SWMR) construction, specifically concerning the rail track's proximity to vehicular traffic and the adequacy of the rail reserve width within the Kwinana Freeway road reserve.
AnsweredQoN 1872Legislative Assembly
QuestionView source ↗
(b) in relation to the specific issue of safety relating to the construction of the SWMR in close proximity to vehicular traffic - (i) what was the minimum reserve width for the rail track; (ii) what was the rationale provided that this minimum width was required; (iii) will the Minister table the advice that was given at that time; (iv) what was the cost to relocate the freeway road reserve to accommodate the proposed rail track; (v) if the minimum reserve width advice is greater (wider) than that which is proposed on any section of the rail between Glen Iris and Perth will the Minister explain the reason/s for this disparity; (vi) which specific agency provided the advice and the reduction in width; and (vii) will the Minister assure the public that the current reserve width proposed for the rail track within the Kwinana road reserve between Leach Highway and Perth is not a compromise on current operational and safety standards adopted elsewhere for metropolitan rail systems?
(ii) what was the rationale provided that this minimum width was required; (iii) will the Minister table the advice that was given at that time; (iv) what was the cost to relocate the freeway road reserve to accommodate the proposed rail track; (v) if the minimum reserve width advice is greater (wider) than that which is proposed on any section of the rail between Glen Iris and Perth will the Minister explain the reason/s for this disparity; (vi) which specific agency provided the advice and the reduction in width; and (vii) will the Minister assure the public that the current reserve width proposed for the rail track within the Kwinana road reserve between Leach Highway and Perth is not a compromise on current operational and safety standards adopted elsewhere for metropolitan rail systems?
(iii) will the Minister table the advice that was given at that time; (iv) what was the cost to relocate the freeway road reserve to accommodate the proposed rail track; (v) if the minimum reserve width advice is greater (wider) than that which is proposed on any section of the rail between Glen Iris and Perth will the Minister explain the reason/s for this disparity; (vi) which specific agency provided the advice and the reduction in width; and (vii) will the Minister assure the public that the current reserve width proposed for the rail track within the Kwinana road reserve between Leach Highway and Perth is not a compromise on current operational and safety standards adopted elsewhere for metropolitan rail systems?
(iv) what was the cost to relocate the freeway road reserve to accommodate the proposed rail track; (v) if the minimum reserve width advice is greater (wider) than that which is proposed on any section of the rail between Glen Iris and Perth will the Minister explain the reason/s for this disparity; (vi) which specific agency provided the advice and the reduction in width; and (vii) will the Minister assure the public that the current reserve width proposed for the rail track within the Kwinana road reserve between Leach Highway and Perth is not a compromise on current operational and safety standards adopted elsewhere for metropolitan rail systems?
(v) if the minimum reserve width advice is greater (wider) than that which is proposed on any section of the rail between Glen Iris and Perth will the Minister explain the reason/s for this disparity; (vi) which specific agency provided the advice and the reduction in width; and (vii) will the Minister assure the public that the current reserve width proposed for the rail track within the Kwinana road reserve between Leach Highway and Perth is not a compromise on current operational and safety standards adopted elsewhere for metropolitan rail systems?
(vi) which specific agency provided the advice and the reduction in width; and (vii) will the Minister assure the public that the current reserve width proposed for the rail track within the Kwinana road reserve between Leach Highway and Perth is not a compromise on current operational and safety standards adopted elsewhere for metropolitan rail systems?
(vii) will the Minister assure the public that the current reserve width proposed for the rail track within the Kwinana road reserve between Leach Highway and Perth is not a compromise on current operational and safety standards adopted elsewhere for metropolitan rail systems?
(b) (i) Prior to the widening of the section of the Kwinana Freeway road reserve, the minimum rail reserve width for that section would have been approximately 18 metres between the edges of the Freeway breakdown lanes. However, it is important to note that different track structures, type of protective barriers and location of stations etc dictate the minimum width between protective barriers to accommodate the railway within the Freeway. (ii) I understand that the rationale was based on Westrail’s experience with the median width that was available in the Mitchell Freeway for the Northern Suburbs Railway and work required to accommodate proposed and future rail stations. (iii) Considerable staff resources have been committed to search Public Transport Authority records to locate relevant documents containing this advice without success. It would be inappropriate to commit valuable resources to continue the search and I am therefore not in a position to table the information required by the Member. (iv) Of the order of $14 million for relocation work south of Glen Iris.This relates to the cost of relocating the section of Kwinana Freeway between where the rail tunnel was constructed just north of Berrigan Drive (Glen Iris) south to where the railway leaves the Freeway reservation near Anketell Road. This section had to be relocated to accommodate the rail in the central median of the Freeway. (v) Different track structures, type of protective barriers and location of stations etc dictate the minimum width between protective barriers to accommodate the railway within the Freeway. (vi) Department of Transport. (vii) Yes. The track structure and type of barriers that will be used to protect the railway between Leach Highway and Perth have been chosen to ensure that the safety and integrity of the railway are not compromised. Additionally, between Mt Henry and the Narrows Bridge, the operational speed of the railway will be limited to 100 kilometres per hour. In comparison, 130 kilometres per hour will be the normal speed on the remainder of the Perth to Mandurah route. The adoption of the railway reserve width along the Perth to Mandurah railway is a technical issue, which has been well developed.
(ii) I understand that the rationale was based on Westrail’s experience with the median width that was available in the Mitchell Freeway for the Northern Suburbs Railway and work required to accommodate proposed and future rail stations. (iii) Considerable staff resources have been committed to search Public Transport Authority records to locate relevant documents containing this advice without success. It would be inappropriate to commit valuable resources to continue the search and I am therefore not in a position to table the information required by the Member. (iv) Of the order of $14 million for relocation work south of Glen Iris.This relates to the cost of relocating the section of Kwinana Freeway between where the rail tunnel was constructed just north of Berrigan Drive (Glen Iris) south to where the railway leaves the Freeway reservation near Anketell Road. This section had to be relocated to accommodate the rail in the central median of the Freeway. (v) Different track structures, type of protective barriers and location of stations etc dictate the minimum width between protective barriers to accommodate the railway within the Freeway. (vi) Department of Transport. (vii) Yes. The track structure and type of barriers that will be used to protect the railway between Leach Highway and Perth have been chosen to ensure that the safety and integrity of the railway are not compromised. Additionally, between Mt Henry and the Narrows Bridge, the operational speed of the railway will be limited to 100 kilometres per hour. In comparison, 130 kilometres per hour will be the normal speed on the remainder of the Perth to Mandurah route. The adoption of the railway reserve width along the Perth to Mandurah railway is a technical issue, which has been well developed.
(iii) Considerable staff resources have been committed to search Public Transport Authority records to locate relevant documents containing this advice without success. It would be inappropriate to commit valuable resources to continue the search and I am therefore not in a position to table the information required by the Member. (iv) Of the order of $14 million for relocation work south of Glen Iris.This relates to the cost of relocating the section of Kwinana Freeway between where the rail tunnel was constructed just north of Berrigan Drive (Glen Iris) south to where the railway leaves the Freeway reservation near Anketell Road. This section had to be relocated to accommodate the rail in the central median of the Freeway. (v) Different track structures, type of protective barriers and location of stations etc dictate the minimum width between protective barriers to accommodate the railway within the Freeway. (vi) Department of Transport. (vii) Yes. The track structure and type of barriers that will be used to protect the railway between Leach Highway and Perth have been chosen to ensure that the safety and integrity of the railway are not compromised. Additionally, between Mt Henry and the Narrows Bridge, the operational speed of the railway will be limited to 100 kilometres per hour. In comparison, 130 kilometres per hour will be the normal speed on the remainder of the Perth to Mandurah route. The adoption of the railway reserve width along the Perth to Mandurah railway is a technical issue, which has been well developed.
(iv) Of the order of $14 million for relocation work south of Glen Iris.This relates to the cost of relocating the section of Kwinana Freeway between where the rail tunnel was constructed just north of Berrigan Drive (Glen Iris) south to where the railway leaves the Freeway reservation near Anketell Road. This section had to be relocated to accommodate the rail in the central median of the Freeway. (v) Different track structures, type of protective barriers and location of stations etc dictate the minimum width between protective barriers to accommodate the railway within the Freeway. (vi) Department of Transport. (vii) Yes. The track structure and type of barriers that will be used to protect the railway between Leach Highway and Perth have been chosen to ensure that the safety and integrity of the railway are not compromised. Additionally, between Mt Henry and the Narrows Bridge, the operational speed of the railway will be limited to 100 kilometres per hour. In comparison, 130 kilometres per hour will be the normal speed on the remainder of the Perth to Mandurah route. The adoption of the railway reserve width along the Perth to Mandurah railway is a technical issue, which has been well developed.
(v) Different track structures, type of protective barriers and location of stations etc dictate the minimum width between protective barriers to accommodate the railway within the Freeway. (vi) Department of Transport. (vii) Yes. The track structure and type of barriers that will be used to protect the railway between Leach Highway and Perth have been chosen to ensure that the safety and integrity of the railway are not compromised. Additionally, between Mt Henry and the Narrows Bridge, the operational speed of the railway will be limited to 100 kilometres per hour. In comparison, 130 kilometres per hour will be the normal speed on the remainder of the Perth to Mandurah route. The adoption of the railway reserve width along the Perth to Mandurah railway is a technical issue, which has been well developed.
(vi) Department of Transport. (vii) Yes. The track structure and type of barriers that will be used to protect the railway between Leach Highway and Perth have been chosen to ensure that the safety and integrity of the railway are not compromised. Additionally, between Mt Henry and the Narrows Bridge, the operational speed of the railway will be limited to 100 kilometres per hour. In comparison, 130 kilometres per hour will be the normal speed on the remainder of the Perth to Mandurah route. The adoption of the railway reserve width along the Perth to Mandurah railway is a technical issue, which has been well developed.
(vii) Yes. The track structure and type of barriers that will be used to protect the railway between Leach Highway and Perth have been chosen to ensure that the safety and integrity of the railway are not compromised. Additionally, between Mt Henry and the Narrows Bridge, the operational speed of the railway will be limited to 100 kilometres per hour. In comparison, 130 kilometres per hour will be the normal speed on the remainder of the Perth to Mandurah route. The adoption of the railway reserve width along the Perth to Mandurah railway is a technical issue, which has been well developed.
Additionally, between Mt Henry and the Narrows Bridge, the operational speed of the railway will be limited to 100 kilometres per hour. In comparison, 130 kilometres per hour will be the normal speed on the remainder of the Perth to Mandurah route. The adoption of the railway reserve width along the Perth to Mandurah railway is a technical issue, which has been well developed.
The adoption of the railway reserve width along the Perth to Mandurah railway is a technical issue, which has been well developed.
(ii) what was the rationale provided that this minimum width was required; (iii) will the Minister table the advice that was given at that time; (iv) what was the cost to relocate the freeway road reserve to accommodate the proposed rail track; (v) if the minimum reserve width advice is greater (wider) than that which is proposed on any section of the rail between Glen Iris and Perth will the Minister explain the reason/s for this disparity; (vi) which specific agency provided the advice and the reduction in width; and (vii) will the Minister assure the public that the current reserve width proposed for the rail track within the Kwinana road reserve between Leach Highway and Perth is not a compromise on current operational and safety standards adopted elsewhere for metropolitan rail systems?
(iii) will the Minister table the advice that was given at that time; (iv) what was the cost to relocate the freeway road reserve to accommodate the proposed rail track; (v) if the minimum reserve width advice is greater (wider) than that which is proposed on any section of the rail between Glen Iris and Perth will the Minister explain the reason/s for this disparity; (vi) which specific agency provided the advice and the reduction in width; and (vii) will the Minister assure the public that the current reserve width proposed for the rail track within the Kwinana road reserve between Leach Highway and Perth is not a compromise on current operational and safety standards adopted elsewhere for metropolitan rail systems?
(iv) what was the cost to relocate the freeway road reserve to accommodate the proposed rail track; (v) if the minimum reserve width advice is greater (wider) than that which is proposed on any section of the rail between Glen Iris and Perth will the Minister explain the reason/s for this disparity; (vi) which specific agency provided the advice and the reduction in width; and (vii) will the Minister assure the public that the current reserve width proposed for the rail track within the Kwinana road reserve between Leach Highway and Perth is not a compromise on current operational and safety standards adopted elsewhere for metropolitan rail systems?
(v) if the minimum reserve width advice is greater (wider) than that which is proposed on any section of the rail between Glen Iris and Perth will the Minister explain the reason/s for this disparity; (vi) which specific agency provided the advice and the reduction in width; and (vii) will the Minister assure the public that the current reserve width proposed for the rail track within the Kwinana road reserve between Leach Highway and Perth is not a compromise on current operational and safety standards adopted elsewhere for metropolitan rail systems?
(vi) which specific agency provided the advice and the reduction in width; and (vii) will the Minister assure the public that the current reserve width proposed for the rail track within the Kwinana road reserve between Leach Highway and Perth is not a compromise on current operational and safety standards adopted elsewhere for metropolitan rail systems?
(vii) will the Minister assure the public that the current reserve width proposed for the rail track within the Kwinana road reserve between Leach Highway and Perth is not a compromise on current operational and safety standards adopted elsewhere for metropolitan rail systems?
(b) (i) Prior to the widening of the section of the Kwinana Freeway road reserve, the minimum rail reserve width for that section would have been approximately 18 metres between the edges of the Freeway breakdown lanes. However, it is important to note that different track structures, type of protective barriers and location of stations etc dictate the minimum width between protective barriers to accommodate the railway within the Freeway. (ii) I understand that the rationale was based on Westrail’s experience with the median width that was available in the Mitchell Freeway for the Northern Suburbs Railway and work required to accommodate proposed and future rail stations. (iii) Considerable staff resources have been committed to search Public Transport Authority records to locate relevant documents containing this advice without success. It would be inappropriate to commit valuable resources to continue the search and I am therefore not in a position to table the information required by the Member. (iv) Of the order of $14 million for relocation work south of Glen Iris.This relates to the cost of relocating the section of Kwinana Freeway between where the rail tunnel was constructed just north of Berrigan Drive (Glen Iris) south to where the railway leaves the Freeway reservation near Anketell Road. This section had to be relocated to accommodate the rail in the central median of the Freeway. (v) Different track structures, type of protective barriers and location of stations etc dictate the minimum width between protective barriers to accommodate the railway within the Freeway. (vi) Department of Transport. (vii) Yes. The track structure and type of barriers that will be used to protect the railway between Leach Highway and Perth have been chosen to ensure that the safety and integrity of the railway are not compromised. Additionally, between Mt Henry and the Narrows Bridge, the operational speed of the railway will be limited to 100 kilometres per hour. In comparison, 130 kilometres per hour will be the normal speed on the remainder of the Perth to Mandurah route. The adoption of the railway reserve width along the Perth to Mandurah railway is a technical issue, which has been well developed.
(ii) I understand that the rationale was based on Westrail’s experience with the median width that was available in the Mitchell Freeway for the Northern Suburbs Railway and work required to accommodate proposed and future rail stations. (iii) Considerable staff resources have been committed to search Public Transport Authority records to locate relevant documents containing this advice without success. It would be inappropriate to commit valuable resources to continue the search and I am therefore not in a position to table the information required by the Member. (iv) Of the order of $14 million for relocation work south of Glen Iris.This relates to the cost of relocating the section of Kwinana Freeway between where the rail tunnel was constructed just north of Berrigan Drive (Glen Iris) south to where the railway leaves the Freeway reservation near Anketell Road. This section had to be relocated to accommodate the rail in the central median of the Freeway. (v) Different track structures, type of protective barriers and location of stations etc dictate the minimum width between protective barriers to accommodate the railway within the Freeway. (vi) Department of Transport. (vii) Yes. The track structure and type of barriers that will be used to protect the railway between Leach Highway and Perth have been chosen to ensure that the safety and integrity of the railway are not compromised. Additionally, between Mt Henry and the Narrows Bridge, the operational speed of the railway will be limited to 100 kilometres per hour. In comparison, 130 kilometres per hour will be the normal speed on the remainder of the Perth to Mandurah route. The adoption of the railway reserve width along the Perth to Mandurah railway is a technical issue, which has been well developed.
(iii) Considerable staff resources have been committed to search Public Transport Authority records to locate relevant documents containing this advice without success. It would be inappropriate to commit valuable resources to continue the search and I am therefore not in a position to table the information required by the Member. (iv) Of the order of $14 million for relocation work south of Glen Iris.This relates to the cost of relocating the section of Kwinana Freeway between where the rail tunnel was constructed just north of Berrigan Drive (Glen Iris) south to where the railway leaves the Freeway reservation near Anketell Road. This section had to be relocated to accommodate the rail in the central median of the Freeway. (v) Different track structures, type of protective barriers and location of stations etc dictate the minimum width between protective barriers to accommodate the railway within the Freeway. (vi) Department of Transport. (vii) Yes. The track structure and type of barriers that will be used to protect the railway between Leach Highway and Perth have been chosen to ensure that the safety and integrity of the railway are not compromised. Additionally, between Mt Henry and the Narrows Bridge, the operational speed of the railway will be limited to 100 kilometres per hour. In comparison, 130 kilometres per hour will be the normal speed on the remainder of the Perth to Mandurah route. The adoption of the railway reserve width along the Perth to Mandurah railway is a technical issue, which has been well developed.
(iv) Of the order of $14 million for relocation work south of Glen Iris.This relates to the cost of relocating the section of Kwinana Freeway between where the rail tunnel was constructed just north of Berrigan Drive (Glen Iris) south to where the railway leaves the Freeway reservation near Anketell Road. This section had to be relocated to accommodate the rail in the central median of the Freeway. (v) Different track structures, type of protective barriers and location of stations etc dictate the minimum width between protective barriers to accommodate the railway within the Freeway. (vi) Department of Transport. (vii) Yes. The track structure and type of barriers that will be used to protect the railway between Leach Highway and Perth have been chosen to ensure that the safety and integrity of the railway are not compromised. Additionally, between Mt Henry and the Narrows Bridge, the operational speed of the railway will be limited to 100 kilometres per hour. In comparison, 130 kilometres per hour will be the normal speed on the remainder of the Perth to Mandurah route. The adoption of the railway reserve width along the Perth to Mandurah railway is a technical issue, which has been well developed.
(v) Different track structures, type of protective barriers and location of stations etc dictate the minimum width between protective barriers to accommodate the railway within the Freeway. (vi) Department of Transport. (vii) Yes. The track structure and type of barriers that will be used to protect the railway between Leach Highway and Perth have been chosen to ensure that the safety and integrity of the railway are not compromised. Additionally, between Mt Henry and the Narrows Bridge, the operational speed of the railway will be limited to 100 kilometres per hour. In comparison, 130 kilometres per hour will be the normal speed on the remainder of the Perth to Mandurah route. The adoption of the railway reserve width along the Perth to Mandurah railway is a technical issue, which has been well developed.
(vi) Department of Transport. (vii) Yes. The track structure and type of barriers that will be used to protect the railway between Leach Highway and Perth have been chosen to ensure that the safety and integrity of the railway are not compromised. Additionally, between Mt Henry and the Narrows Bridge, the operational speed of the railway will be limited to 100 kilometres per hour. In comparison, 130 kilometres per hour will be the normal speed on the remainder of the Perth to Mandurah route. The adoption of the railway reserve width along the Perth to Mandurah railway is a technical issue, which has been well developed.
(vii) Yes. The track structure and type of barriers that will be used to protect the railway between Leach Highway and Perth have been chosen to ensure that the safety and integrity of the railway are not compromised. Additionally, between Mt Henry and the Narrows Bridge, the operational speed of the railway will be limited to 100 kilometres per hour. In comparison, 130 kilometres per hour will be the normal speed on the remainder of the Perth to Mandurah route. The adoption of the railway reserve width along the Perth to Mandurah railway is a technical issue, which has been well developed.
Additionally, between Mt Henry and the Narrows Bridge, the operational speed of the railway will be limited to 100 kilometres per hour. In comparison, 130 kilometres per hour will be the normal speed on the remainder of the Perth to Mandurah route. The adoption of the railway reserve width along the Perth to Mandurah railway is a technical issue, which has been well developed.
The adoption of the railway reserve width along the Perth to Mandurah railway is a technical issue, which has been well developed.
AnswerView source ↗
Answered
16 December 2003
Responded by
Minister for Planning and Infrastructure
Response time
98 days
(a) I am advised that advice was provided by the Department of Transport, based on Main Roads and Westrail requirements, that the Freeway road reserve should be relocated and widened mainly to accommodate proposed and future rail stations.
(b) (i) Prior to the widening of the section of the Kwinana Freeway road reserve, the minimum rail reserve width for that section would have been approximately 18 metres between the edges of the Freeway breakdown lanes. However, it is important to note that different track structures, type of protective barriers and location of stations etc dictate the minimum width between protective barriers to accommodate the railway within the Freeway.
(ii) I understand that the rationale was based on Westrail’s experience with the median width that was available in the Mitchell Freeway for the Northern Suburbs Railway and work required to accommodate proposed and future rail stations.
(iii) Considerable staff resources have been committed to search Public Transport Authority records to locate relevant documents containing this advice without success. It would be inappropriate to commit valuable resources to continue the search and I am therefore not in a position to table the information required by the Member.
(iv) Of the order of $14 million for relocation work south of Glen Iris.This relates to the cost of relocating the section of Kwinana Freeway between where the rail tunnel was constructed just north of Berrigan Drive (Glen Iris) south to where the railway leaves the Freeway reservation near Anketell Road. This section had to be relocated to accommodate the rail in the central median of the Freeway.
(v) Different track structures, type of protective barriers and location of stations etc dictate the minimum width between protective barriers to accommodate the railway within the Freeway.
(vi) Department of Transport.
(vii) Yes. The track structure and type of barriers that will be used to protect the railway between Leach Highway and Perth have been chosen to ensure that the safety and integrity of the railway are not compromised.
Additionally, between Mt Henry and the Narrows Bridge, the operational speed of the railway will be limited to 100 kilometres per hour. In comparison, 130 kilometres per hour will be the normal speed on the remainder of the Perth to Mandurah route.
The adoption of the railway reserve width along the Perth to Mandurah railway is a technical issue, which has been well developed.
(b) (i) Prior to the widening of the section of the Kwinana Freeway road reserve, the minimum rail reserve width for that section would have been approximately 18 metres between the edges of the Freeway breakdown lanes. However, it is important to note that different track structures, type of protective barriers and location of stations etc dictate the minimum width between protective barriers to accommodate the railway within the Freeway.
(ii) I understand that the rationale was based on Westrail’s experience with the median width that was available in the Mitchell Freeway for the Northern Suburbs Railway and work required to accommodate proposed and future rail stations.
(iii) Considerable staff resources have been committed to search Public Transport Authority records to locate relevant documents containing this advice without success. It would be inappropriate to commit valuable resources to continue the search and I am therefore not in a position to table the information required by the Member.
(iv) Of the order of $14 million for relocation work south of Glen Iris.This relates to the cost of relocating the section of Kwinana Freeway between where the rail tunnel was constructed just north of Berrigan Drive (Glen Iris) south to where the railway leaves the Freeway reservation near Anketell Road. This section had to be relocated to accommodate the rail in the central median of the Freeway.
(v) Different track structures, type of protective barriers and location of stations etc dictate the minimum width between protective barriers to accommodate the railway within the Freeway.
(vi) Department of Transport.
(vii) Yes. The track structure and type of barriers that will be used to protect the railway between Leach Highway and Perth have been chosen to ensure that the safety and integrity of the railway are not compromised.
Additionally, between Mt Henry and the Narrows Bridge, the operational speed of the railway will be limited to 100 kilometres per hour. In comparison, 130 kilometres per hour will be the normal speed on the remainder of the Perth to Mandurah route.
The adoption of the railway reserve width along the Perth to Mandurah railway is a technical issue, which has been well developed.
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