❓ A WA parliamentary question addresses safety concerns regarding the proposed southern railway running along the Kwinana Freeway, specifically focusing on the distance between traffic and trains, barrier types, and track level.
AnsweredQoN 567Legislative Council
QuestionView source ↗
I refer to the proposed plan to run the southern railway in a 10.3 metre central corridor down the Kwinana Freeway. (1) What will be the minimum distance between traffic on the freeway and the side of a railway carriage? (2) What type of safety barrier is being proposed to separate the railway from the road? (3) Will the barriers prevent heavy vehicles from invading the rail corridor? (4) Will the track be built above, at or below ground level in this narrow corridor? Hon LJILJANNA RAVLICH
AnswerView source ↗
I provide this answer on behalf of the parliamentary secretary representing the Minister for Planning and Infrastructure. I thank the member for some notice of this question. (1) 2 740 millimetres. (2) A concrete constant slope with rigid barriers no less than 1 070 millimetres high. (3) No barrier will completely eliminate the risk of accidental entry. A risk analysis of such events is part of the supplementary master plan. The risk in this case also needs to be placed in context with everyday transport operations. These include the operation of light rail vehicles on city streets with no protective barriers and the operation of large articulated vehicles, including road trains, sharing streets with private cars on all types of roads and under adverse weather conditions. The trains in this corridor will operate on a high-quality track, which will virtually preclude the possibility of a head-on collision of opposing trains. However, buses without a rigid guidance system such as that provided by rails were to run on this narrow corridor at speed in opposing directions with no barriers between them. (4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
(1) What will be the minimum distance between traffic on the freeway and the side of a railway carriage? (2) What type of safety barrier is being proposed to separate the railway from the road? (3) Will the barriers prevent heavy vehicles from invading the rail corridor? (4) Will the track be built above, at or below ground level in this narrow corridor? Hon LJILJANNA RAVLICH replied: I provide this answer on behalf of the parliamentary secretary representing the Minister for Planning and Infrastructure. I thank the member for some notice of this question. (1) 2 740 millimetres. (2) A concrete constant slope with rigid barriers no less than 1 070 millimetres high. (3) No barrier will completely eliminate the risk of accidental entry. A risk analysis of such events is part of the supplementary master plan. The risk in this case also needs to be placed in context with everyday transport operations. These include the operation of light rail vehicles on city streets with no protective barriers and the operation of large articulated vehicles, including road trains, sharing streets with private cars on all types of roads and under adverse weather conditions. The trains in this corridor will operate on a high-quality track, which will virtually preclude the possibility of a head-on collision of opposing trains. However, buses without a rigid guidance system such as that provided by rails were to run on this narrow corridor at speed in opposing directions with no barriers between them. (4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
(2) What type of safety barrier is being proposed to separate the railway from the road? (3) Will the barriers prevent heavy vehicles from invading the rail corridor? (4) Will the track be built above, at or below ground level in this narrow corridor? Hon LJILJANNA RAVLICH replied: I provide this answer on behalf of the parliamentary secretary representing the Minister for Planning and Infrastructure. I thank the member for some notice of this question. (1) 2 740 millimetres. (2) A concrete constant slope with rigid barriers no less than 1 070 millimetres high. (3) No barrier will completely eliminate the risk of accidental entry. A risk analysis of such events is part of the supplementary master plan. The risk in this case also needs to be placed in context with everyday transport operations. These include the operation of light rail vehicles on city streets with no protective barriers and the operation of large articulated vehicles, including road trains, sharing streets with private cars on all types of roads and under adverse weather conditions. The trains in this corridor will operate on a high-quality track, which will virtually preclude the possibility of a head-on collision of opposing trains. However, buses without a rigid guidance system such as that provided by rails were to run on this narrow corridor at speed in opposing directions with no barriers between them. (4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
(3) Will the barriers prevent heavy vehicles from invading the rail corridor? (4) Will the track be built above, at or below ground level in this narrow corridor? Hon LJILJANNA RAVLICH replied: I provide this answer on behalf of the parliamentary secretary representing the Minister for Planning and Infrastructure. I thank the member for some notice of this question. (1) 2 740 millimetres. (2) A concrete constant slope with rigid barriers no less than 1 070 millimetres high. (3) No barrier will completely eliminate the risk of accidental entry. A risk analysis of such events is part of the supplementary master plan. The risk in this case also needs to be placed in context with everyday transport operations. These include the operation of light rail vehicles on city streets with no protective barriers and the operation of large articulated vehicles, including road trains, sharing streets with private cars on all types of roads and under adverse weather conditions. The trains in this corridor will operate on a high-quality track, which will virtually preclude the possibility of a head-on collision of opposing trains. However, buses without a rigid guidance system such as that provided by rails were to run on this narrow corridor at speed in opposing directions with no barriers between them. (4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
(4) Will the track be built above, at or below ground level in this narrow corridor? Hon LJILJANNA RAVLICH replied: I provide this answer on behalf of the parliamentary secretary representing the Minister for Planning and Infrastructure. I thank the member for some notice of this question. (1) 2 740 millimetres. (2) A concrete constant slope with rigid barriers no less than 1 070 millimetres high. (3) No barrier will completely eliminate the risk of accidental entry. A risk analysis of such events is part of the supplementary master plan. The risk in this case also needs to be placed in context with everyday transport operations. These include the operation of light rail vehicles on city streets with no protective barriers and the operation of large articulated vehicles, including road trains, sharing streets with private cars on all types of roads and under adverse weather conditions. The trains in this corridor will operate on a high-quality track, which will virtually preclude the possibility of a head-on collision of opposing trains. However, buses without a rigid guidance system such as that provided by rails were to run on this narrow corridor at speed in opposing directions with no barriers between them. (4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
Hon LJILJANNA RAVLICH replied: I provide this answer on behalf of the parliamentary secretary representing the Minister for Planning and Infrastructure. I thank the member for some notice of this question. (1) 2 740 millimetres. (2) A concrete constant slope with rigid barriers no less than 1 070 millimetres high. (3) No barrier will completely eliminate the risk of accidental entry. A risk analysis of such events is part of the supplementary master plan. The risk in this case also needs to be placed in context with everyday transport operations. These include the operation of light rail vehicles on city streets with no protective barriers and the operation of large articulated vehicles, including road trains, sharing streets with private cars on all types of roads and under adverse weather conditions. The trains in this corridor will operate on a high-quality track, which will virtually preclude the possibility of a head-on collision of opposing trains. However, buses without a rigid guidance system such as that provided by rails were to run on this narrow corridor at speed in opposing directions with no barriers between them. (4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
I provide this answer on behalf of the parliamentary secretary representing the Minister for Planning and Infrastructure. I thank the member for some notice of this question. (1) 2 740 millimetres. (2) A concrete constant slope with rigid barriers no less than 1 070 millimetres high. (3) No barrier will completely eliminate the risk of accidental entry. A risk analysis of such events is part of the supplementary master plan. The risk in this case also needs to be placed in context with everyday transport operations. These include the operation of light rail vehicles on city streets with no protective barriers and the operation of large articulated vehicles, including road trains, sharing streets with private cars on all types of roads and under adverse weather conditions. The trains in this corridor will operate on a high-quality track, which will virtually preclude the possibility of a head-on collision of opposing trains. However, buses without a rigid guidance system such as that provided by rails were to run on this narrow corridor at speed in opposing directions with no barriers between them. (4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
(1) 2 740 millimetres. (2) A concrete constant slope with rigid barriers no less than 1 070 millimetres high. (3) No barrier will completely eliminate the risk of accidental entry. A risk analysis of such events is part of the supplementary master plan. The risk in this case also needs to be placed in context with everyday transport operations. These include the operation of light rail vehicles on city streets with no protective barriers and the operation of large articulated vehicles, including road trains, sharing streets with private cars on all types of roads and under adverse weather conditions. The trains in this corridor will operate on a high-quality track, which will virtually preclude the possibility of a head-on collision of opposing trains. However, buses without a rigid guidance system such as that provided by rails were to run on this narrow corridor at speed in opposing directions with no barriers between them. (4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
(2) A concrete constant slope with rigid barriers no less than 1 070 millimetres high. (3) No barrier will completely eliminate the risk of accidental entry. A risk analysis of such events is part of the supplementary master plan. The risk in this case also needs to be placed in context with everyday transport operations. These include the operation of light rail vehicles on city streets with no protective barriers and the operation of large articulated vehicles, including road trains, sharing streets with private cars on all types of roads and under adverse weather conditions. The trains in this corridor will operate on a high-quality track, which will virtually preclude the possibility of a head-on collision of opposing trains. However, buses without a rigid guidance system such as that provided by rails were to run on this narrow corridor at speed in opposing directions with no barriers between them. (4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
(3) No barrier will completely eliminate the risk of accidental entry. A risk analysis of such events is part of the supplementary master plan. The risk in this case also needs to be placed in context with everyday transport operations. These include the operation of light rail vehicles on city streets with no protective barriers and the operation of large articulated vehicles, including road trains, sharing streets with private cars on all types of roads and under adverse weather conditions. The trains in this corridor will operate on a high-quality track, which will virtually preclude the possibility of a head-on collision of opposing trains. However, buses without a rigid guidance system such as that provided by rails were to run on this narrow corridor at speed in opposing directions with no barriers between them. (4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
(4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
(1) What will be the minimum distance between traffic on the freeway and the side of a railway carriage? (2) What type of safety barrier is being proposed to separate the railway from the road? (3) Will the barriers prevent heavy vehicles from invading the rail corridor? (4) Will the track be built above, at or below ground level in this narrow corridor? Hon LJILJANNA RAVLICH replied: I provide this answer on behalf of the parliamentary secretary representing the Minister for Planning and Infrastructure. I thank the member for some notice of this question. (1) 2 740 millimetres. (2) A concrete constant slope with rigid barriers no less than 1 070 millimetres high. (3) No barrier will completely eliminate the risk of accidental entry. A risk analysis of such events is part of the supplementary master plan. The risk in this case also needs to be placed in context with everyday transport operations. These include the operation of light rail vehicles on city streets with no protective barriers and the operation of large articulated vehicles, including road trains, sharing streets with private cars on all types of roads and under adverse weather conditions. The trains in this corridor will operate on a high-quality track, which will virtually preclude the possibility of a head-on collision of opposing trains. However, buses without a rigid guidance system such as that provided by rails were to run on this narrow corridor at speed in opposing directions with no barriers between them. (4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
(2) What type of safety barrier is being proposed to separate the railway from the road? (3) Will the barriers prevent heavy vehicles from invading the rail corridor? (4) Will the track be built above, at or below ground level in this narrow corridor? Hon LJILJANNA RAVLICH replied: I provide this answer on behalf of the parliamentary secretary representing the Minister for Planning and Infrastructure. I thank the member for some notice of this question. (1) 2 740 millimetres. (2) A concrete constant slope with rigid barriers no less than 1 070 millimetres high. (3) No barrier will completely eliminate the risk of accidental entry. A risk analysis of such events is part of the supplementary master plan. The risk in this case also needs to be placed in context with everyday transport operations. These include the operation of light rail vehicles on city streets with no protective barriers and the operation of large articulated vehicles, including road trains, sharing streets with private cars on all types of roads and under adverse weather conditions. The trains in this corridor will operate on a high-quality track, which will virtually preclude the possibility of a head-on collision of opposing trains. However, buses without a rigid guidance system such as that provided by rails were to run on this narrow corridor at speed in opposing directions with no barriers between them. (4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
(3) Will the barriers prevent heavy vehicles from invading the rail corridor? (4) Will the track be built above, at or below ground level in this narrow corridor? Hon LJILJANNA RAVLICH replied: I provide this answer on behalf of the parliamentary secretary representing the Minister for Planning and Infrastructure. I thank the member for some notice of this question. (1) 2 740 millimetres. (2) A concrete constant slope with rigid barriers no less than 1 070 millimetres high. (3) No barrier will completely eliminate the risk of accidental entry. A risk analysis of such events is part of the supplementary master plan. The risk in this case also needs to be placed in context with everyday transport operations. These include the operation of light rail vehicles on city streets with no protective barriers and the operation of large articulated vehicles, including road trains, sharing streets with private cars on all types of roads and under adverse weather conditions. The trains in this corridor will operate on a high-quality track, which will virtually preclude the possibility of a head-on collision of opposing trains. However, buses without a rigid guidance system such as that provided by rails were to run on this narrow corridor at speed in opposing directions with no barriers between them. (4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
(4) Will the track be built above, at or below ground level in this narrow corridor? Hon LJILJANNA RAVLICH replied: I provide this answer on behalf of the parliamentary secretary representing the Minister for Planning and Infrastructure. I thank the member for some notice of this question. (1) 2 740 millimetres. (2) A concrete constant slope with rigid barriers no less than 1 070 millimetres high. (3) No barrier will completely eliminate the risk of accidental entry. A risk analysis of such events is part of the supplementary master plan. The risk in this case also needs to be placed in context with everyday transport operations. These include the operation of light rail vehicles on city streets with no protective barriers and the operation of large articulated vehicles, including road trains, sharing streets with private cars on all types of roads and under adverse weather conditions. The trains in this corridor will operate on a high-quality track, which will virtually preclude the possibility of a head-on collision of opposing trains. However, buses without a rigid guidance system such as that provided by rails were to run on this narrow corridor at speed in opposing directions with no barriers between them. (4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
Hon LJILJANNA RAVLICH replied: I provide this answer on behalf of the parliamentary secretary representing the Minister for Planning and Infrastructure. I thank the member for some notice of this question. (1) 2 740 millimetres. (2) A concrete constant slope with rigid barriers no less than 1 070 millimetres high. (3) No barrier will completely eliminate the risk of accidental entry. A risk analysis of such events is part of the supplementary master plan. The risk in this case also needs to be placed in context with everyday transport operations. These include the operation of light rail vehicles on city streets with no protective barriers and the operation of large articulated vehicles, including road trains, sharing streets with private cars on all types of roads and under adverse weather conditions. The trains in this corridor will operate on a high-quality track, which will virtually preclude the possibility of a head-on collision of opposing trains. However, buses without a rigid guidance system such as that provided by rails were to run on this narrow corridor at speed in opposing directions with no barriers between them. (4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
I provide this answer on behalf of the parliamentary secretary representing the Minister for Planning and Infrastructure. I thank the member for some notice of this question. (1) 2 740 millimetres. (2) A concrete constant slope with rigid barriers no less than 1 070 millimetres high. (3) No barrier will completely eliminate the risk of accidental entry. A risk analysis of such events is part of the supplementary master plan. The risk in this case also needs to be placed in context with everyday transport operations. These include the operation of light rail vehicles on city streets with no protective barriers and the operation of large articulated vehicles, including road trains, sharing streets with private cars on all types of roads and under adverse weather conditions. The trains in this corridor will operate on a high-quality track, which will virtually preclude the possibility of a head-on collision of opposing trains. However, buses without a rigid guidance system such as that provided by rails were to run on this narrow corridor at speed in opposing directions with no barriers between them. (4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
(1) 2 740 millimetres. (2) A concrete constant slope with rigid barriers no less than 1 070 millimetres high. (3) No barrier will completely eliminate the risk of accidental entry. A risk analysis of such events is part of the supplementary master plan. The risk in this case also needs to be placed in context with everyday transport operations. These include the operation of light rail vehicles on city streets with no protective barriers and the operation of large articulated vehicles, including road trains, sharing streets with private cars on all types of roads and under adverse weather conditions. The trains in this corridor will operate on a high-quality track, which will virtually preclude the possibility of a head-on collision of opposing trains. However, buses without a rigid guidance system such as that provided by rails were to run on this narrow corridor at speed in opposing directions with no barriers between them. (4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
(2) A concrete constant slope with rigid barriers no less than 1 070 millimetres high. (3) No barrier will completely eliminate the risk of accidental entry. A risk analysis of such events is part of the supplementary master plan. The risk in this case also needs to be placed in context with everyday transport operations. These include the operation of light rail vehicles on city streets with no protective barriers and the operation of large articulated vehicles, including road trains, sharing streets with private cars on all types of roads and under adverse weather conditions. The trains in this corridor will operate on a high-quality track, which will virtually preclude the possibility of a head-on collision of opposing trains. However, buses without a rigid guidance system such as that provided by rails were to run on this narrow corridor at speed in opposing directions with no barriers between them. (4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
(3) No barrier will completely eliminate the risk of accidental entry. A risk analysis of such events is part of the supplementary master plan. The risk in this case also needs to be placed in context with everyday transport operations. These include the operation of light rail vehicles on city streets with no protective barriers and the operation of large articulated vehicles, including road trains, sharing streets with private cars on all types of roads and under adverse weather conditions. The trains in this corridor will operate on a high-quality track, which will virtually preclude the possibility of a head-on collision of opposing trains. However, buses without a rigid guidance system such as that provided by rails were to run on this narrow corridor at speed in opposing directions with no barriers between them. (4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
(4) The type of track structure and the optimum rail level for this corridor will be developed as part of the supplementary master plan.
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