That's all very good when the Right hand and the Left hand happily talk to one and other, but that Is rarely the case In other parts of the Country !
I would be largely confident that this would already be "paid for" by a contingency back in the dark past from the Hume Highway reconstruction through here, as there are plenty of the same deals over here in the West.
With Main Roads WA and the Public Transport Authority (owner of the WA government rail network, which then leases it to Brookfield), should MRWA wish to impact a line that may be out of service, then there will be planning undertaken and funding set aside from that financial year's budget to allow for the future reinstatement of the status quo (road design allowing for the rail to be operating).
- Goldfields Road north of Merredin. Final road design allows for pocket road-trains to stack across the Tier 3 line north of town (currently out of service) and the intersection to impact on line clearances with turning radius running close to existing rail envelope. However, the design and funding has been allowed for re-instatement of the line on different alignment in the future should the line be re-opened to traffic. This is solely dependant on PTA decision to re-open, not requiring (or allowing) MRWA to refuse to fund it.
- Collie to Bowelling cross-country line, out of service since 1987 (roughly). Coal mine now has an open pit across the alignment, but their management plan and approvals require an alternative rail alignment to be available at all times should the line be brought back into service. Current alignment would head south around the Collie Motorplex and tie back in near Bowelling. This is to be reinstated at the mining company's cost should the line be made available to traffic (even though the rest of the line to either Narrogin or Wagin would need complete rebuilding as well).
- Bowelling Curves and Gibbs Siding realignments, between Bowelling and Narrogin. The PTA forced redesign of the new alignments to ensure that the reinstatement of the line through here could be done at as little extra cost as possible. MRWA would have had to provide more than seven kilometres of new alignment, costing almost as much as the relaignments themselves.
Like I said originally, I would be highly skeptical that the TfNSW/SRA/etc did not have this covered in the agreement for the RTA to build across their corridor during the Hume Highway works. The only problem then will be possible litigation to force the RTA to uphold their agreement (or even to get them to acknowledge that there was even one to begin with!), which is a whole other kettle of fish.
Like I said originally, I would be highly skeptical that the TfNSW/SRA/etc did not have this covered in the agreement for the RTA to build across their corridor during the Hume Highway works. The only problem then will be possible litigation to force the RTA to uphold their agreement (or even to get them to acknowledge that there was even one to begin with!), which is a whole other kettle of fish.It would have been a risk that the State decided to make, and I doubt that the State will ever have to pay to put the line back. If the line goes ahead, it will be paid by external sources.