Proposed railways in Sydney
Various railway lines have been proposed for
Pre-Bradfield Proposals
Between the opening of the first railway in the Sydney area (Sydney-Parramatta, 1855) and the publication of the comprehensive Bradfield plan for expansion of the metropolitan railways, there were a number of other proposed railway schemes which did not proceed.
Planning in the early 1880s for the route of the first stage of the
Following the extension of the
Bradfield railway scheme, 1920s
![](http://upload.wikimedia.org/wikipedia/commons/thumb/1/14/Bradfield_plan.png/150px-Bradfield_plan.png)
John Bradfield, engineer and designer of the Sydney Harbour Bridge, had a grand vision for Sydney's railway system that has only been partly fulfilled. After joining the New South Wales Public Works Department in 1891, he submitted a report in 1915 calling for the electrification of the suburban railways, a city underground railway and the Harbour Bridge. World War I led to the collapse of all three proposals, and it was not until 1922 that the Bridge Bill passed through parliament, and 1923 until the first sod was turned on the city railway.[1]
Bradfield's overall concept called for the construction of a network of underground city railway lines in association with the construction of the Sydney Harbour Bridge and a new rail terminal, Central. A larger network of lines was proposed for the western, eastern and southern suburbs (see map) however most of these lines remained concepts only and have never been constructed. The Great Depression and later World War II, along with the growth of the motor car that led to the passenger numbers in Bradfield's plans being grossly overestimated,[citation needed] all prevented the full realisation of the Bradfield scheme. Parts of the city underground were constructed and exist as the present day City Circle, with small sections built for the additional proposed city lines such as additional platforms at Wynyard and St James stations which have never been used for heavy rail transport. The underground city loop was constructed originally as a stub line to St James, and the line through Town Hall and Wynyard to the Harbour Bridge. It was not until 1955 that the loop was completed by the construction of Circular Quay station. A line to the eastern suburbs was eventually built, but along a different alignment to that envisaged by Bradfield, who proposed a line along Oxford Street.
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County of Cumberland Plan, 1948
This was the first comprehensive metropolitan landuse and transport plan for Sydney's existing and proposed future urban areas. Its sponsoring body, the Cumberland County Council, did not have the statutory powers to implement the plan, and much of the scheme was frustrated by uncontrolled development and policy decisions of other government bodies. One such element of the County of Cumberland planning scheme which did not see the light of day were two circumferential railways, one from the Cronulla line at Mortdale to the East Hills line at Riverwood, and to continue this route, another line from Padstow to the Bankstown line at Bankstown. By the early 1960s, large parts of these routes had been built on (much by another government body, the Housing Commission) and, without tunnelling, became unimplementable.
Sydney Area Transportation Study, 1974
![](http://upload.wikimedia.org/wikipedia/commons/thumb/3/37/Sydney_outline_plan.jpg/150px-Sydney_outline_plan.jpg)
In 1968, the State Planning Authority of New South Wales released the Sydney Region Outline Plan, which was to guide the development of Sydney for the period 1970–2000. In particular, it aimed to develop new growth corridors to areas such as Green Valley, Campbelltown and Blacktown.[2] This was followed in 1974 by the Sydney Area Transportation Study which proposed several new rail lines in the new growth areas as well as several new lines to ease congestion in the established areas of Sydney.[3] The proposed lines were:
- a line linking Parramatta and Windsor via the Hills District,
- a line between Merrylands and Green Valley,
- a line to the Northern Beaches, including a new underground section through Crows Nest,
- the complete Eastern suburbs line to Kingsford, already under construction at the time but later truncated to Bondi Junction (opened 1979),
- an extension of the East Hills line from East Hills to Glenfield (later constructed and opened in 1987),
- an express line between Redfern and Parramatta, running parallel but north of the existing Main Suburban line,
- a line connecting the Bankstown line at Sydenham with Redfern via Mascot and Alexandria, with a possible future branch to Sydney Airport,
- an extension of the Main North line at Beecroft, with an intermediate station,
- a connection between the Carlingford line at Rosehill and Parramatta
The rail plans also involved significant duplication and quadruplication of existing lines. Despite extensive modelling, the vast majority of the proposals outlined were not constructed.
Eastern Suburbs Railway, 1960–1970s
In 1967, the NSW government recommenced construction on the dormant Eastern Suburbs line that had been partly constructed and had lain dormant since 1952. The original proposal was for a line to Kingsford via Bondi Junction, Randwick and the University of New South Wales. In 1976, the project was curtailed to Bondi Junction, and the full line to Kingsford was not constructed.
MetroWest proposal, 1990
In 1990, the State Rail Authority undertook a feasibility study into the development of a new underground line along the western edge of the central business district. Called MetroWest, the proposal called for the construction of a new underground line between Redfern and Wynyard along the western edge of the CBD with a new underground station complex at Central station, new stations in the Haymarket and Market Street areas, and terminating at a remodelled Wynyard station. The proposal would include platforms suitable to fit longer InterUrban passenger trains from the Central and South Coasts and the Blue Mountains, running through the new line in lieu of terminating at Central.[4] The line underwent a two-year feasibility study and the corridor remains protected for possible future development[5] with planning buffers placed along the corridor in 2006,[6] however plans presently remain unrealised. It was later realised that around $400 million was wasted after this proposal was cancelled.
Action for Transport 2010, 1998
![](http://upload.wikimedia.org/wikipedia/commons/thumb/e/e0/Action_for_Transport_2010.png/150px-Action_for_Transport_2010.png)
In 1998, the NSW government released a position paper on various road and public transport projects to be delivered before 2010. The rail projects envisaged were:
- the Airport line, already under construction at the time and completed in 2000
- an extension of the Eastern Suburbs line to Bondi Beach, to be completed by 2002
- the Parramatta Rail Link between Parramatta and Chatswoodby 2006
- a Hornsby to Newcastle High Speed Rail line to have started by 2010
- a North West Rail Link between Epping and Castle Hill by 2010
- a Sutherland to Wollongong High Speed Rail by 2010
- a Hurstville to Strathfield railway lineto start by 2010 and be completed in 2014
- a Liverpool 'Y Link' to start by 2010
Three projects were listed for consideration as additions after 2010:[7]
- a line to the Warringah Peninsula
- an extended Eastern Suburbs line towards Maroubra,
- an extension of the North West railway line towards Rouse Hill.
Of these proposals, only the Airport line and the Epping- Chatswood section of the Parramatta Rail Link, which were already under construction or advanced planning, were completed in 2000 and 2009 respectively. The North West railway line from Epping to Rouse Hill would also later be completed in 2019 but as a Sydney Metro rapid transit system instead, utilising Epping- Chatswood section of the Parramatta Rail Link. However, most of the proposed roads and motorways outlined in the same paper have been constructed.
Bondi Beach railway
In 1996, the NSW government proposed a privately funded extension of the
'Christie' proposals, 2001
![](http://upload.wikimedia.org/wikipedia/commons/thumb/3/3f/RonChristieplan.jpg/220px-RonChristieplan.jpg)
In 2001, the Co-ordinator General of Rail, Ron Christie, released a report, the Long-Term Strategic Plan for Rail for Sydney, the Central Coast, Newcastle, the Illawarra, the South Coast and the Blue Mountains, which outlined the critical infrastructure that would need to be built between then and 2050 to ensure the long-term survival and operation of the CityRail network.[10] Christie's report suggested that several "metro" lines should be built to service new areas and to relieve capacity on existing lines. In particular, Christie suggested lines:[11]
- between Cronulla and Miranda in Sydney's south to Dee Why on the northern beaches, via the airport, the CBD and North Sydney
- from Top Ryde or Olympic Park to the CBD via Drummoyne, with potential extension to the University of New South Wales and Sydenham
- from Hoxton Park to Parramatta and Castle Hill
Western FastRail
The proposed link would ease congestion along the main west–east corridor and reduce the current 29-minute service into the city to just 12 minutes. The service would operate in conjunction with RailCorp, and would use CityRail's existing railway stations and ticketing system, but with an extra fee on top of the normal CityRail ticket price (at approximately $9.90 a trip including a $3.10 surcharge). The train fleet and rail infrastructure would be built and maintained by a private company. The line has been estimated to cost $5 billion.[12]
Metropolitan Rail Expansion Program, 2005
On 15 June 2005, Premier Bob Carr shortly before his resignation announced the Metropolitan Rail Expansion Program (MREP). The MREP consisted of three new rail connections:[14]
- a Rouse Hill
- a South West line between Glenfield and Leppington in Sydney's South West
- a CBD Rail Linkbetween Redfern and Chatswood
Estimated to cost about $8 billion, $5 billion of which was for the building of a new tunnel under the
It would also have included quadrupled lines between St Leonards and Chatswood on the North Shore line. In 2006, Premier Morris Iemma placed planning controls along two potential corridors in the CBD (the MetroWest and MetroPitt routes) to secure future accessibility.[6] Developers who wanted to excavate deeper than two metres within a 25-metre buffer zone of the corridors needed to seek RailCorp's approval.
Parramatta Rail Link (PRL)
In 2002, the State Government proposed a Parramatta-Epping-Chatswood link.
On 11 August 2010, the
North West Rail Link
![](http://upload.wikimedia.org/wikipedia/commons/thumb/0/03/North_West_Rail_Link%2C_Sydney.png/150px-North_West_Rail_Link%2C_Sydney.png)
After its original announcement in 1998 for completion in 2010 as part of the Action for Transport 2010 plan, in 2006 the schedule was revised for completion in 2017 and later brought forward to a staged plan for train services to Castle Hill and Hills Centre in 2015, and to Rouse Hill by 2017. It was planned to be 22 kilometres in length, consisting of a 16 kilometre section in tunnel from Epping to the proposed Burns Road Station, followed by a 4 kilometre section above ground from Burns Road to Rouse Hill. Six new stations were proposed to be constructed at Franklin Road,
It was proposed that the NWRL would offer an off peak rail service of four trains per hour, with six to eight trains per hour in peak periods and was expected to carry six to eight million passengers per year.
In 2008, the North West rail line was superseded by the now-cancelled North West Metro (see below). In 2010, the NWRL was resurrected as part of a new Metropolitan Transport Plan (see below). In May 2011, the new Coalition Government released the proposed plan for comment[19] and drilling commenced on 7 September 2011.[20]
South West Rail Link
The South West Rail Link was announced as part of the Metropolitan Rail Expansion Program to cater to the "South West Growth Centre". It was to consist of a 12-kilometre, twin-track railway running from Leppington and Edmondson Park to connect with the South line at Glenfield. The project also included a train stabling facility to the west of the new Leppington station, and a redesigned and expanded Glenfield station with flyovers to connect with the East Hills line.
On 31 October 2008, the Premier revealed that the South West Rail Link was to be 'indefinitely shelved' due to budgetary constraints, and only an upgrade of the Glenfield Station car park was to proceed.[21] On 14 November 2009, the then-New South Wales Premier Nathan Rees announced that construction of stage two of the South West Rail Link would begin in mid-2010, with completion scheduled for 2016.[22][23]
CBD Rail Link
The third component to the MREP was the CBD Rail Link, a new underground railway line starting at Redfern station, travelling under the Central Business District and under Sydney Harbour, through the Northern Sydney suburbs and ending at the existing Chatswood railway station. The six kilometre cross-tunnel was slated to cost $5 billion and was to include new or expanded stations at Redfern, Central, Pitt Street, Martin Place, Circular Quay, Victoria Cross, Crows Nest, St Leonards, Artarmon and Chatswood.[24]
On 13 September 2007, it looked unlikely that the New South Wales government would commit to the line when they announced a proposal for a metro line that would span the harbour, the
Metro proposals, 2008
![](http://upload.wikimedia.org/wikipedia/en/thumb/9/9f/Anzacrailline.jpg/150px-Anzacrailline.jpg)
Anzac Line
In 2007, the NSW government announced the concept of an underground metro line between
No detailed design or planning was performed, and the western leg of the line (between West Ryde and the city) was adapted into planning for the North West Metro in 2008.North West Metro
![](http://upload.wikimedia.org/wikipedia/commons/thumb/3/3c/Sydney_metro_proposals.png/150px-Sydney_metro_proposals.png)
In early 2008, the NSW State government announced plans to build a metro line between the North West suburbs of Sydney and the CBD. Known as the
The North West Metro was to have been 37 kilometres in length, with 32 kilometres underground and 5 kilometres above ground. The line was likely to have been operated without drivers. The North West Metro would have incorporate the alignment and stations previously proposed by the North West Rail Link but included the additional benefits of directly linking the North West with
According to the State Government press release announcing the North West Metro project, the metro line was to offer a rail service of one train every four to five minutes (three minutes during peak hours). However, there was debate[29] as to whether advertised point-to-point transit times may have been too optimistic. It was to have run on conventional standard gauge track, similar to the existing CityRail network, but with single deck rolling stock.[30]
In October 2008, the newly appointed NSW Premier
CBD Metro
On 23 October 2008, Rees announced the
West Metro
After the announcement of the North West Metro, the State Government announced concepts for a metro line through the Inner Western suburbs of Sydney (to be known as the West Metro), and the potential for a South East Metro along the route of the before-mentioned Anzac Line beneath Anzac Parade. Like the CBD Metro, the West Metro was placed on a short-list of projects to be funded by Infrastructure Australia's Building Australia Fund.[32] in December 2008.
Despite geotechnical work having been performed and the acquisition of properties in progress, in February 2010, the Government of New South Wales led by premier Kristina Keneally announced that it had cancelled plans for metro construction.[33]
2031 Sydney Transport Blueprint, 2009
In 2009, the
- the West Metro from Westmead to the city.
- a metro to the south-eastern suburbs of Randwick, Kensington, the UNSW, Kingsford and Maroubra.
- a heavy rail link to the Hills District in the north-west.
- completing the missing rail link between Parramatta and Epping.
- a metro from Olympic Park to Hurstville.
- a CityRail CBD relief line under the city.
- Radial transport links into Parramatta.
The proposals were to cost $180 billion over 25 years.[34] In late 2009, Nathan Rees was deposed by Kristina Keneally casting doubt upon the blueprint.
Metropolitan Transport Plan: Connecting the City of Cities, 2010
In February 2010, the NSW premier Kristina Keneally announced the Metropolitan Transport Plan: Connecting the City of Cities. Plans for metro lines were cancelled, with the focus altered to expansion of the present heavy rail system.[35][36] The rail-related portions consisted of:
- a Western Express CityRail Service consisting of a new CBD Relief tunnel between Redfern and Wynyard with new platforms at Redfern, Central, Town hall and Wynyard,
- the North West rail linkfrom Epping to Rouse Hill with six stations at Franklin Road, Castle Hill, Hills Centre, Norwest, Burns Road and Rouse Hill, to commence construction in 2017
- an expansion of the current light rail system to Dulwich Hill, Circular Quay and Barangaroo.
In August 2010, the federal Labor Party announced funding for the Epping-Parramatta rail line (as an extension of the Carlingford Line) as part of its re-election bid for the 2010 federal election, despite it not appearing in the State Government's Transport Plan.
In March 2011, the state election resulted in the election of Barry O'Farrell as premier of NSW, who committed to constructing the North West rail line and the light rail extension. The Western Express and CBD Relief Line were cancelled by the new government.[37] The Epping-Parramatta rail line was later shelved by the NSW Government.
NSW Transport Masterplan, 2012
In June 2012, the government released the Sydney's Rail Future: Modernising Sydney's Trains plan.[38] The plan warned that if there was not a second Harbour Crossing and CBD line by 2031 there would be moderate to severe overcrowding on lines approaching the CBD, with passenger displacement predicted for the Northern Line and East Hills/Illawarra Line. The plan also predicted further congestion of the three major CBD stations: Central, Town Hall and Wynyard.
In December 2012, Barry O'Farrell announced a new transport masterplan for Sydney and New South Wales after community feedback and discussion.[39]
The new plan includes:
- The creation of NSW TrainLink and Sydney Trains to replace RailCorp from 1 July 2013.[40]
- Extension of the Inner West Light Rail from Lilyfield to Dulwich Hill railway station with a proposed opening by 2014.[41] This project opened in March 2014.
- Frequency and reliability improvements from 2013 including platform de-cluttering, platform redesign, ATP as part of the Sydney's Rail Future plan.[42]
- Completion of the South West Rail Link between Leppington and Glenfield with a proposed opening by late 2015. This project opened in February 2015.
- Construction of the privately run rapid transit Epping to Chatswood Rail Link with a proposed opening by 2019. Operated as single level trains with 12 per hour, services will terminate at Chatswood until the second Harbour Crossing is constructed. The project, now known as Sydney Metro Northwest, opened in May 2019.
- Construction of the CBD and South East Light Rail with a proposed opening by 2019.[43] The opening was delayed to April 2020.
- A Second Harbour Crossing providing services from the Sydney CBD to Redfern with new stations to be built in the CBD. This is now being constructed as part of Sydney Metro City & Southwest, with a station at Waterlooinstead of Redfern.
- 'untangling' the CBD network to allow for capacity improvements on the Western Line.
- Conversion of the Illawarra line (up to Hurstville) into rapid-transit lines with single-deck trains with network connection through the CBD to the Second Harbour Crossing.
Sydney Metro
The announcement of North West Rail Link as rapid transit reignited the concept of a rapid transit system in Sydney.
On 11 June 2014, the Second Harbour Crossing and conversion of Bankstown Line into rapid transit previously announced in 2012, evolved into an extension of the North West Rail Link single-deck rail services from Chatswood to Sydney CBD and Bankstown. Proposed stations at St Leonards, Artarmon Industrial Area, and University of Sydney, along with line extensions to Hurstville and from Bankstown to Cabramatta and Lidcombe were removed in the announcement.[44] Stations at Crows Nest, Victoria Cross in North Sydney, Barangaroo, Martin Place, Pitt Street, Central and Waterloo were confirmed. Construction work commenced during 2017, with planned opening in 2024.[45]
The announcement was presented as conditional on the government's proposed sale of electricity distribution assets and at the time it was not certain that the sale would raise enough capital to fund both Sydney Metro and other promised projects.[46] Following the passage of power privatisation bills in June 2015, the rapid transit system, including North West Rail Link, was renamed 'Sydney Metro'.[47]
Future Transport Strategy 2056, 2018
In 2018, the NSW Government released a planning document for potential railway lines and other transport corridors to be built and/or upgraded by 2056.[48][49][50][51] As of mid-2023, it was last updated in 2022.[52]
In 2023, the government announced that it was committed to extending the Bankstown line and it will be driverless.[53]
See also
- Railways in Sydney
- Sydney Trains
- Sydney Metro Authority
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