Other West Sydney rail plans part 1: FROGS Fast Rail

Below is a transport network devised by 10000 Friends of Greater Sydney (FROGS) in 2009:

They proposed metro conversion of parts of the current rail network, and construction of an additional pair of high speed tracks from CBD to the Parramatta (then joining up with the existing West Main tracks to Emu Plains).  Interestingly they envisaged the Parramatta express tracks as the first stage of a wider HSR network to Melbourne and Brisbane, via an interchange at Parramatta.  The approach to the CBD they use is via Central Station, before proceeding to what appears to be Kings Cross.



Given this was back in 2009, their idea of creating the Parramatta to CBD link as part of a wider HSR network is intriguing and demonstrated tremendous vision and foresight ... the Federal Government didn't get around to Phase 1 of their HSR studies until 2010.  In 2014, FROGS have further examined the business case for Western Sydney Fast Rail, and highlight it's importance for the further development of Sydney's productivity and outer suburban accessibility.

So it's clear FROGS remain of the view Western Sydney is an important future step for Sydney railway development and I congratulate them on being ambitious and on trying to bridge the Federal vs State silos ... I've already made clear my previous views that TfNSW need to make bigger/broader plans for a 20+ timeframe beyond the second harbour crossing, as the latter may be underway in 2-3 years if Mike Baird succeeds, and then we are left with a question of what is the infrastructure project that we do next?

Another aspect that FROGS have demonstrated thought leadership is in regard to conversion of the Bankstown and inner west lines to metro.  The former has already adopted as a formal TfNSW policy, and the latter I am suggesting in my proposal.

I'm not completely clear on whether FROGS have since updated their plan to take into account:
* The new development of Barangaroo into Sydney's major financial office district and the likely further expansion of the CBD westward into Bays Precinct
* Further TfNSW thinking on the feasibility of Town Hall/Wynyard  metro conversion - ie: that these stations are likely to require complex & disruptive rebuilding to handle increased capacity from a metro service on the Harbour bridge line, and hence their preference to build completely new stations for the SRT.
* Based on the initial SRT documentation, it appears the SRT will connect to the Bankstown line at Sydenham, which frees up the Illawarra local tracks going to Sydney terminal for double deck train use (rather needing to retain the Airport line for DD access to CBD).
* The likely rapid development of a cluster of high rise buildings in Parramatta over the next 5 years.  Whilst this further enhances the demand side of their business case for a Parramatta Fast Rail, it also will make it more expensive to tunnel through a denser Parramatta CBD with deeper basements and increased site constraints.

So how could FROGS update their 2009 HSR rail/metro conversion plan to the current situation in 2014?  I would suggest the following:

A. Retain harbour bridge line as DD rail

As per the TfNSW SRT plans to build an entirely new cross harbour metro rather than rebuild Town Hall/Wynyard and convert the Harbour bridge line to metro.

B. For the Parramatta link, approach CBD from North instead of from South

That is, the first stop after Parramatta should be Barangaroo, then Central station after this.  Why do it this way?  For four reasons:
(i) North CBD access is a higher immediate priority than South CBD access (which already has West Main tracks terminating there).  The North CBD is where vast majority of CBD floorspace is located, and has become more so now that Barangaroo has emerged as Sydney's major financial district.
(ii) Less costly to initially terminate a line at the CBD edge at Barangaroo and score some "quick wins", before making the case for the more expensive subsequent stage of tunnelling through the CBD.
(iii) The Parramatta Fast Rail line can then at a later stage be extended towards Sydney airport and then Wollongong (sharing the F6 corridor).   This provides important airport connectivity to FROG'S proposed HSR line.

(iv) The initial stage of the Parramatta Fast Rail can be a Lilyfield to Ashfield connection, using Main West line after Ashfield to Parramatta, as I propose.  This is a 3.5km tunnelling project and can be funded purely at the NSW State level, dramatically reducing the upfront capital cost as it avoids complex tunnelling through the Parramatta CBD.  Then when the Federal Government finally comes on board for HSR, a faster ~15km or so tunnel from Parramatta can connect directly to Lilyfield.  In this event. the 3.5km Ashfield tunnel can become a "spur line" into the Fast Rail line, that connects stations such as Granville, Lidcombe,  Strathfield, Rhodes and Burwood into the Fast Rail line to Barangaroo, Airport and Wollongong.  Whatever the actual staging or routes chosen, the most important consideration is that the Rozelle Railyards be preserved as a heavy rail corridor.

The eventual HSR/Fast Rail network that FROGS proposed could thus look like this:

C. Metro conversion of the city circle from Revesby to the inner west line stations

This can either terminate at Homebush, or as I propose, at terminate and turn back at Ashfield.  I believe having the airport line as SD metro makes sense, given the density of development at Green Square, Wolli Creek and Mascot,  and the need for air travellers to bring luggage on board the train.  Beyond Wolli Creek, the East Hills line has two track pairs to Revesby, so it makes sense for service differentiation on each track pair.  Also, this avoids the need for reconfiguration/rebuilding of City Circle line.  Unlike the harbour bridge line, the Airport line enters the CBD via Museum/St James.  Hence for metro conversion of the Airport/Revesby lines would not initially require any rebuilding of CBD stations, as Museum/St James (each with ~6000pax per peak) have plenty of spare capacity compared to the harbour bridge line stations (each with ~30000pax per peak hr).

Final Words and a Message for FROGS

I'm looking forward to see FROGS update their 2009 transport plan, which back then contained a visionary idea of linking HSR with a suburban Fast Rail line.  I hope my ideas above appeal to them, especially my use of the Rozelle Rail yards to link up Barangaroo and the potential to then further extend Parramatta Fast Rail line towards Sydney Airport and Wollongong.

I'm also glad to see that UrbanGrowth NSW have invited FROGS to the Bays Precinct November 2014 summit.  Whether they agree or disagree with my exact rail plans, I hope FROGS use their invitation to this summit to advocate for wider Sydney commuters and ensure the Rozelle Railyard corridor is preserved for both light *and* heavy rail, as otherwise very important future transport options will be lost, and there will be no benefit for the other 99% of Sydney residents who won't be living at Bays Precinct.