The Sydney Metro Southwest Problem (Sydenham to Bankstown)

The Sydney Metro Southwest is an upcoming expansion of the Sydney Metro network, which will extend the Sydney Metro City from Sydenham to Bankstown. To do so involves converting part of the T3 Bankstown Line, a train line well over 100 years old, into a rapid transit line. It has been delayed and is expected to open in 2025. Cost blowouts have plagued the project, as have logistical and construction issues, and the significant impacts of the 2022 rail industrial action strikes. It hasn’t been without criticism from the community, and there’s even been a parliamentary inquiry into the conversion. In this video, I’ll go over the benefits of the project - there definitely are going to be benefits! - as well as the many downfalls of the conversion. Informed by a Sydney Metro insider, I will expose a massive imminent change to the Sydney Metro Southwest project…the shocking fact that it may be cancelled after the state election altogether. So good job to those who actually read my descriptions! Now you know what my bombshell is without having to watch the entire video.
Links:
Paul from Transport Vlog’s video on the Bankstown Metro progress (thanks to him again!): • Sydney Metro Bankstown...
A report by Sydney Metro detailing and justifying the Sydenham to Bankstown conversion: drive.google.c...
The plan for services west of Bankstown after the metro’s opening: drive.google.c...
The Bankstown master plan for development: drive.google.c...
The 2015 report by four rail executives criticising the project unanimously: drive.google.c...

[@tony41231]

The cost of converting the Bankstown line is a minor part of the $17b price tag. The bulk of this cost is the tunnel under the harbour & CBD from Chatswood to Sydenham, The cost of converting the Bankstown line to metro is minor compared to building a whole new Metro line. As the video says there are many benefits to the overall rail network from converting the Bankstown line to Metro. The other conversion options such as to Hurstville weren’t feasible because this line is shared with Cronulla & Illawarra trains. Airport line would be better option but this would have added congestion on Sydenham to Central section of network as T8 trains would have to go via Sydenham.

[@serena-yu]

Adding a point against upgrading the airport line. The airport is moving away to west Sydney (hopefully). Sydney Kingsford Smith Airport will become what is left of Hong Kong's Kai Tak Airport (the old HK airport). The new metro line wouldn't run for many years before the airport itself is gone.

[@garrywallace1007]

@@serena-yu There are no plans to get rid of Kingsford Smith like they did in HK....

[@serena-yu]

@@garrywallace1007 That's interesting. I didn't know about that. Is Sydney going to have 2 major airports when it has 70% the population and far less transferring visitors than HK?

[@kierannelson2581]

@@serena-yu yes. Kingsford Smith will still be the primary airport and WSA will likely take the extra traffic or the traffic that wants to land after hours.

[@zyawotha]

you put so much work into every video you make. it doesnt go un noticed by all of us

[@lachlangreen8389]

So much work but can't fix the speech impediment 🤦‍♂️🤦‍♂️🤦‍♂️🤦‍♂️🤦‍♂️🤦‍♂️

[@mfitjering]

@@lachlangreen8389 Sorry about your impediment

[@fictillius]

Cannot agree with much here... The SW

[@TopHat841]

^^THIS. I'm not sure why a video based on speculation was even made.

[@frankiekmichi20002]

This is so much more helpful than the vid. Thanks

[@FromtheWindowSeat]

The fact the video is based on an “insider’s bad gut feeling” rang alarm bells for me. Doesn’t seem to have much basis in fact. 🤔

[@ForTheBirbs]

Thank you. So well said. I smelt a rat.... Lol

[@ianneill1400]

@@TopHat841 100%

[@tacitdionysus3220]

Just a bit of trivia. The Bankstown Line was originally meant to turn south just past Bankstown and head for Liverpool. It would have passed near the (now puzzlingly named) Railway Parade in Connell Park and through where Bankstown airport was subsequently developed (first flattened out as an area as a job creation scheme in the depression years, then developed during WW2.) Instead we got the cheaper via Regents Park option and Bankstown services running around a full circle both ways to the City until the Lidcombe turnback was constructed. Running the Metro a bit further to Regents Park or Sefton sounds attractive, but is a difficult (if not practically, then politically impossible) piece of engineering; what with not only the suburban tracks but the diving South Sydney Freight Line to contend with. The good news not mentioned is that Liverpool would be a winner out of the Metro arrangements, fostering reintroduction of the fast City via Regent's Park services that used to exist way back - a good 10 to 15 minutes faster than via Granville.

[@carisi2k11]

Cost wasn't the reason the train went north. Geography was and still probably is in 2023. The basin below the georges is not particularly good for a tunnel and then flooding also plays an issue the current line doesn't have to deal with. I agree with Harry Goldun that running single decks beyond Bankstown to Lidcombe and Liverpool should be an option with the driverless trains terminating at Banktown and new 8 car single deck trains which could run on the existing line and maybe some new line expansion north of epping to allow metro to run to hornsby on new lines over or underneath the existing main north.

[@lachd2261]

The benefits of taking the Bankstown line off the city circle are enormous. As flawed as this project is, that single goal alone is worth finishing it. That said, I’ve never understood why it terminates at Bankstown. They could have fixed most of the problems by building a few extra stations towards Birrong or Regents Park, then there’s be no need for a stupid shuttle.

[@ytlurker220]

Sounds like you didn't watch the video through

[@Banana_Split_Cream_Buns]

One reason it terminates at Bankstown is because they want to eventually extend it directly to Liverpool and then to Badgery's Creek Airport via the Marion Street corridor. The train stations between Bankstown and the Western line and Liverpool are not economical stations, and they create congestion for the Western line... or something like that. But I personally hope the project is canned in favour of Metro lines elsewhere (like North Sydney to Mosman and Edgecliff to Vaucluse... those areas need tonnes of super high rise public housing apartment towers.... we can move the population of Alice Springs to Vaucluse and Mosman... that'll solve their problems).

[@xr6lad]

@@ytlurker220 yea but I think the point is you could still have built it to Liverpool eventually as a split line at bankstown where the 2 lines would merge.

[@yukko_parra]

@@Banana_Split_Cream_Buns most people i've seen are advocating for the metro to stop 3 stations later at regents park it may not be economical, but it allows a seemless transition. I'm just hoping that the governement creates a north-south connection based on the shuttle route, such as a hurstville to rhodes via bankstown line or something. basically, a giant u-turn line.

[@garrywallace1007]

Having dead ends on a metro line (ie not connecting) is just plain dumb. As you say take it to Regents Pk at least. I would take it to Lidcombe.

[@yousefhawi]

I use the T3 Bankstown line nearly daily, and seeing the progress that has been made I find it hard to believe that the project will be cancelled. It is way too far into development to be stopped

[@nanookamotocnc]

Exactly, it's nearly completed, the " insider's source " might be true 2-3 years ago. All the station upgrades plus track works along the way from Sydenham-Bankstown are virtually at the last finishing touch stage.

[@user-kc1tf7zm3b]

Exactly. It is total fantasy to think that an incoming Labor government would ever think to cancel the Southwest Metro, especially considering this far more efficient mode of transport directly benefits their local, state and federal Labor seats constituents.

[@Threaldaveoss]

I can tell you all the station upgrades are Window dressing. They were always happening anyways because of the Transport Access projects happening across the network. Putting in lifts and the like. The heavy lifting of the project would have been in the 8 months the line was said to shut for to convert it. It's unlikely but the possibility is still there

[@leescharich6876]

I find it hard to believe the upgrades are nearly finished if they’re talking about replacing the bankstown line with shuttles for 15 months.

[@user-kc1tf7zm3b]

@@leescharich6876 The transition and upgrade is not finished until it _is_ finished. The engineers need to take full possession of the entire rail corridor to effect the full conversion. This is not a quick and easy process, as this task is always slower compared to building a brand new line. The estimate of 15 months is perhaps rather conservative, in order to manage the expectations of the general public. The works may only take 12 months. It is like totally renovating and remodelling a house. It is just quicker to level the existing home, then start from scratch. But, this is just not possible with the existing Bankstown Line.

[@crowie5415]

Your insider seems to have an agenda and has resulted in a very one-sided video. I'd suggest looking at the STAR project, particularly the Erskineville crossover and how that is planned to alter the service pattern on those lines (illawarra, south coast, east hills, and southern highlands lines), as well as the promised additional services on the illawarra and south coast lines as evidence that the removal of the Bankstown trains will open up space for additional services to ease the congestion on those other lines you mention as being congested. It is also following the overall transport plan and even in line with the old clearways projects (it gives the benefits of the previously proposed clearways sextuplification, but with a new corridor and stations from Sydenham to Central). Does it really matter whether Bankstown or Hurstville ends up being metro, as long as the two lines are given separate paths into Central so as to allow more services? As far as the old infrastructure, you've shown some of the work that they're doing, why is this a problem for the project, they seem to have reasonable solutions already in progress (and platform screen doors are a great safety idea, metro or otherwise). You should consider the figures they gave you for the cost of converting the Bankstown line, they seem to be almost the entire cost of the project, surely that's not correct! The union issue is a pain and is causing issues, but is that really related to the decision to convert the Bankstown line? And the multi billion dollar project with the issue that it needs to build secure climb-resistant fences! Is that really something that needs much thought put into how it will be solved, maybe you should contact Sydney Metro and ask them, or even look at what they are already doing to solve that exact problem between Chatswood and the Atarmon dive, rather than put it out there as a critical issue for the project. I understand the issues with the almost orphaned stations and think that needs discussion, but would benefit from a less one-sided argument (what are the patronage figures here?). And as for cancelling it, what are the political views expressed by Labor? It's a high profile expensive project, are they making noise about cancelling it? I know from your other videos that you have the capability to research and critically analyse things and really hope that you revisit this subject soon with some more information from your own research and analysis rather than parroting some secret "insider's" views without challenging them.

[@elisa2hot]

If one of the goals of South West Metro is to increase development and density, I would see this more as a long term city building project - especially considering the government has massively increased immigration. The higher density, and apartment style developments around the stations would facilitate the need for more capacity and frequency. I think it would be short sighted to cancel it - In my opinion.

[@Lodai974]

It should not be forgotten that the Sydney metro are 6-car trains, which limits the capacity compared to trains in multiple units of 8 cars (the double decker does not significantly increase the capacity, because too many seats and stairs waste space). I'm from Paris, so I don't know the line traffic, but the choice of an intermediate line is prudent, but not necessarily bad. Can the metro be extended to 8 cars (platforms planned for ???) As for the cost of the project (14 billion), it seems high, but there is the whole tunnel section under the CBD, plus the remodeling of the stations and the automation. For the rest, the Sydney metro seems to follow the example of our RER, which uses suburban lines, with a tunnel under the centre. The only difference for us, is the non-automation, and the fact that 223/245 m trains run there, because we took the length of the suburban quays as a reference at the time.

[@erroreliminator2.076]

Quality of the building, not quantity. It's a fiasco right now with builders breaching building standards

[@Lodai974]

@Peter Cowan In terms of seat yes, in terms of space (standing or seated) no. The longitudinal Asian configurations allow enormous capacities, superior to the double decker.

[@jarodh17]

@Peter Cowan I agree that you lose comfort (though personally I find crush capacity on Sydney trains more unpleasant than on Sydney Metro), but I disagree that you lose capacity. RM Transit has a great video explainer about this: by having single deck trains with slightly less capacity but far more doors, you can vastly decrease the amount of stopping time at each station, and therefore run more trains. It seems counter-intuitive that a smaller train would lead to an overall capacity increase, but it does stack up. This assumes they do the right thing and run a train every 90-120 seconds as seen in London. If they run them at the same frequency as Sydney trains, then your point stands.

[@NicolaMs007]

i agree, i used to live on the bankstown line when the heavy rail was used, and it took 45 mins to get to strathfield, for an inter-connecting train to hornsby....so with the upgrade to the bankstown line to metro, would be significantly greater for the people who live on the line, to get to work in the city, with far more frequent trains (metro) than the standard timetable of the heavy rail trains before the upgrade commenced.

[@listohan]

Frequency is not a big deal for commuters. They plan to get the same train each day at a time that suits.

[@erroreliminator2.076]

Absolutely ridiculous how successive government destroyed a properly good train line. I can guarantee those clowns who designed the timetable and schedule the trains live NOWHERE NEAR any of the train stations sWest of Bankstown. Those clowns couldn't care less about people who need to use the train stations from Cabramatta to Lidcombe/Bankstown, tbh. To me, it's blatant discrimination against people who live in the suburbs near these train stations, as if they are unimportant and second class citizens (compared to rest of Sydney, I mean even Penrith LOL)

[@erroreliminator2.076]

@@listohan what kind of non-sense - there are no random commuters on that train line? T3 users are really that special? LMAO. The blatant lies and propaganda narratives spewed out by bureaucrats. You really think everyone are low IQ and stupid?

[@electro_sykes]

@@erroreliminator2.076 it is to encourage more people to go to the city. Besides, bozo's should get a car.

[@Rosa-lv8yw]

I wonder if the current Government knows it is best to cancel this project but is leaving it as a poisoned chalice to a (likely) upcoming Labor government.

[@gregessex1851]

The current government will, based on all polls, get booted in March. It is easier for the new government to cancel it and blame the last guy but they also run the risk of reminding people of their less than stellar record on starting and then canceling projects such as their infamous inner city metro

[@ausboy2281]

Morrison government did that with the housing market, climate change and the RBA/Inflation issue 😂

[@user-kc1tf7zm3b]

Nonsense. It is total fantasy to think that an incoming Labor government would ever think to cancel the Southwest Metro, especially considering this far more efficient mode of transport directly benefits their local, state and federal Labor seats constituents.

[@amckern]

Wow, would love to know more about the Victoria road corridor, never thought of it as being in a transit drought even after your stodes episode.

[@santicelestial]

If the Sydney metro is terminating at Sydenham, it means another train line at Sydenham. This may improves the access from Sydenham to North Sydney while not creating inconvenience to the existing bankstown line corridor.

[@electro_sykes]

I think they should make extend sydney metro west to the northern beaches via another rail tunnel under the sydney harbour to Manly, then elevated through the northern beaches. Much better than the road tunnel option

[@fictillius]

It’s too late for that. Platforms 1 and 2 are already converted to metro

[@fictillius]

@@electro_sykes Sydney Metro West will be extended to the South East, that’s the direction the stub tunnels will be dug for a future extension.

[@YokRzeznic]

*more inconvenience. Terminating at Lidcombe was a huge inconvenience already, on top of that, they used to run Inner West trains only as far as Homebush. A mate who lived in Berala but worked in Newtown had to get three trains to work instead of the one... (It's two now, but still)

[@JayJayGamerOfficial]

​@@electro_sykesgood luck telling the people that live there that. They are more OT less rich snobs that do not want any public transport

[@XTrapolis942M]

Seriously, is everyone too young to remember the Bankstown Line before 2013??? The Bankstown Line was NEVER the original cause of the congestion in the city; the govt made it that way themselves by snapping up the Bankstown loop in 2013 so that Banko trains terminate at Lidcombe and they use the flyover to loop and return to Bankstown from the city causing the congestion. Meanwhile BEFORE 2013, the Inner West line was a thing: City to Livo via Regents Park. And these two lines would trade with each other on the city circle without blocking any other trains: ex-Inner West and ex-Fairfield trains run clockwise in the city then run to either Bankstown or East Hills via the airport, while ex-Bankstown and ex-East Hills trains run anticlockwise and depart off to the Inner West or to Fairfield. They should’ve brought THAT old plan back and the congestion would be over. Problem solved. Meanwhile the ‘Metro’ should’ve gone to Hurstville. Especially with how some massive crowds of people heading into the Sutherland Shire sometimes struggle to get onto completely packed trains where about 85% of passengers already onboard would be getting off at stations between Arncliffe and Hurstville. (By the way, no. I am not connected in any way with those ridiculously extremist and irrational ‘Restore Inner West Line’ and anti-Metro groups. This is my own view as someone who commutes between Fairfield and Cronulla, and also was living in Bankstown before.) By the way, buses are still an important mode. For Punchy to Livo noted at 14:22, the longer, but less hassle way is to get the train one stop to Bankstown, and then M90 bus all the way straight to Liverpool.

[@zacchaeusm4085]

Sydneysider here, born and breed within Western Sydney. This video was well organised, informative, thought out and thorough. Well done! Great work! Keep it up! Subscribed!

[@abzulooks6012]

It's undoubtedly the case that pushing high rise development was a main driver for the metro conversion, over and above any other benefits it may have had. I think the state government saw how the Epping link turned out (eg all the development at the North Ryde station) and said "let's do more of that". Particularly the big juicy slab of land between Canterbury west of Cook's River and Bankstown. Unfortunately, having driven through Bankstown recently, I'm not convinced that the quality of development is very high. The blocks are either too tall or too close together. They're not spaced to let light through so there mist be some real sunless caverns in there.In the best Sydney tradition, I suspect all the new builds will be mediocre and horribly overpriced (both for renters and owner-occupiers). Still at least there's some chance the whole thing might get finished eventually. Look at the whole Top Ryde and Melrose Park developments, based on light rail lines that got cancelled. But hey they made the road wider. I can understand your enthusiasm for high density- me not so much but agree to differ etc- but I think in NSW we haven't got a clue how to do it well. I can think of an occasional well done locations- the new stuff on Broadway opposite UTS at Central for example- but a lot of it is badly designed and is aimed at maximising developer profit rather than aesthetics or amenity.

[@RGC198]

Hi Sharath, thanks for including this video. As I previously lived at Marrickville on the Bankstown line, this area is of special interest to me. It is quite amazing all the changes that have occurred up there and it will be interesting to see how Sydney Metro progresses, especially in this area. Anyway, take care. Rob in Melbourne Australia.

[@geoffreymoore1510]

Thanks very much for an interesting video. Glad Paul is supporting you as well with his research. I have to agree about all these projects that don't link up and are dead end or creating more changes from Metro to Heavy etc. Same thing with why they dug up the Carlingford line to convert to Light Rail and didn't continue it to link up with the other 2 modes at Epping. I have a photo from the old Carlingford station of a map of the area that even shows a possible ancient plan to continue the Carlingford or whatever line to Epping. wee are subscribed.

[@mt-mg7tt]

There was a plan (PECRL) to extend the Carlingford as part of a planned heavy rail line from Chatswood - Epping - Parramatta (maybe branching off from the also-planned NW heavy rail west of Epping, which would have been great) but it was abandoned in the repeated starts, stops and changes to transport projects (dating from the 1930s !). The remnant was the useful Chatswood - Epping link, and the NW Metro uses that and then follows more or less the path of the old NW heavy rail plan. As the Carlingford line terminates in a valley it would seem possible to tunnel to Epping from there if it was still heavy rail, as a surface HR line would never get approved in that area. But a LR would probably want to be on the surface. When was the plan you photographed from?

[@ColinMcCormack]

The reason the Bankstown line was chosen is that property developers control the NSW government. Any other logistical justification is window dressing around the insatiable desire of property developers for real estate.

[@AlphaGeekgirl]

Source please

[@ColinMcCormack]

@@AlphaGeekgirlyou would like me to provide a citation in support of my contention that the NSW government is controlled by property developers? Sure! Let's start here: https: // en.m.wikipedia.org/wiki/Rum_Rebellion

[@gregessex1851]

@@ColinMcCormack Maybe something a bit more up to date. Most if not all cities around the world are building high rise for very sound urban planning reasons. Why would Sydney be any different? I would be more annoyed if they were encouraging unsustainable urban sprawl.

[@Anon-fv9ee]

Almost impossible to cancel the metro at this late stage. Apart from the break costs (payout) it amounts to defaulting on a contract - governments almost never do this as it will affect the state's credit rating, meaning downgraded AAA to AA or B and paying higher interest and less willingness by private sector investment. Look what happened to Eastlink in Melbourne. What they *could* do is "stage" the project, ie, finish up to Sydenham only, provided the contract allows this.

[@darren424242]

This project would likely have had a lot less pushback from the local community if it extended pass Bankstown to at least Regents Park to begin with. So the T3 line would become a straight run between Liverpool and Lidcombe with an easy connection to the metro at Regents Park, getting rid of the need for an awkward shuttle service. They could then also give the new T3 a direct line into the city by reinstating the old Liverpool to City Circle via Regents Park route that a lot of the local community want.

[@tvTwo1]

even merging the T7 shuttle with this upcoming awkward shuttle to become a rail route between Bankstown to Olympic Park is bit better, atleast at Olympic Park residents in Birrong and Yagoona can use Metro West there

[@mark123655]

It's been done that way for a future extension straight to Liverpool (without dealing with the triangle).. I still retain hope that the Bankstown to Lidcombe section of track might be reused as part of a North-South line including a new underground platform at Lidcombe going to the existing Olympic Park station

[@cuttlunch]

@@tvTwo1 000

[@JaseyRae]

Might have a slight problem extending the metro to Lidcombe via Regents Park, as that section with Regents Park and Berala is technically classed as part of the Main South Line, even though in theory, that plan would be good, but terrible at the same time as all freight trains would have to go back via Granville (which some do due to the sidings in Yennora for Qube Logistics).

[@yukko_parra]

​@@JaseyRae there is adequete room to add another platform at regents park, though it could be hard on second thought, uhhh it'll look actually awful to add

[@ash_47568]

I will defiently miss the bankstown train line but im also excited to see how it all looks when it opens next year😊

[@tld8102]

i feel like the state government should’ve stuck with double decker compatible heavy rail from the start.

[@electro_sykes]

@Peter Cowan they literally support car dependancy

[@flailios]

I had a lot to do with the metro line from Chatswood to Sydenham with Rockwell Automation. We manufacturered 172 control panels, each of them up to 2300mm tall and up to 1800mm long for the TCC panels. We made emergency evacuation panels (EVP), one for each station (its 9, right?), a server panel and other controllers & PLCs for the tunnnel ventilation. That doesn't include the drives (VSDs), i don't know how many there were as i wasn't controlling that undertaking. The point i want to make is about the challenges of COVID and the great chip shortage, which has slowed down a lot of industries. Rockwell came up with a course of action to get through the production backlog and foresees a return to normal by March 2024. Any project that requires industrial computing & logic processing will be delayed. In saying that, yes there have been other factors, but the scene was already set.

[@Flare03l]

When I first saw the plans for the southwest metr I, for some reason, assumed they'd build the metro underground under the existing stations and repurposed the land above for more development. Probably not possible or too slow to build or whatever. Would be a real shame if the metro they build suffers from many of the old lines problems.

[@fictillius]

There wouldn’t be much point putting it underground as a lot of the length also has freight lines next to it so you wouldn’t really be freeing up the corridor.

[@josephwaldow1278]

This is one of my or my favourite channel on KZbin I watch all your videos and love them every time! Keep up the good work 🎉

[@nuzzoification]

I’ve wondered why didn’t they just extend the Metro line up to Sydenham on dedicated platforms where commuters change trains at Sydenham (like they currently do at Chatswood) and leave the rest of the T3 line alone?

[@alanarthur9050]

That was the simple solution, but neo-liberal ideology is determining what happens along T3 and the cost and inconvenience to the public is not a concern of the LNP.

[@tungtung4229]

Why cant they convert "existing Chatswood to Central train" to Metro instead of going under ground and cut Bankstown line in 3 sections ?

[@mt-mg7tt]

Thanks for a really interesting video that covered many issues! Transport-oriented development doesn't require the Bankstown line to be a Metro, as far as I can see, so it can still happen. A transit system that requires 2 or 3 changes just to get from outlying areas to the city (or even nearby areas) is effectively NOT that rapid. Changing trains takes time and is a PITA for commuters who already have a long distance to travel. This may actually *discourage* use of the system. The report you mention rightly points out that converting the Sydenham - Bankstown line eliminates flexibility. For instance, it's possible to run western line trains via Sydenham and Auburn with the current system. I have travelled on Blue Mountains services using this diversion several times. It is useful in cases of trackwork or other disruptions. It also precludes any service (say) between Western Sydney and the South East (there actually used to be a Penrith - Bankstown - Cronulla service). The money spent to upgrade stations on the Bankstown line would not all be wasted if the Metro extension is cancelled. And if it's going to cost further billions it might be a case of cutting losses. Surely refurbishment, improved access, and safety is useful whether it's Metro OR Heavy Rail. Maybe even some of the improved signalling would be useful. Hopefully not too much money has been spent on platform screen doors etc.. The industrial dispute over the NIF were justified IMO. The then government's anti-union stance led to them trying to eliminate guards, which with the reduced passenger care and poor visibility (via CCTV to the driver), due to curved platforms and heavy weather being a real issue in the Blue Mountains, for instance. Extending the Metro to Sydenham (and also to Schofields) would still help ease stress on the system and makes sense.

[@Respectable_Username]

16:53 Nooooooo nonononononono!!!!! Please no! I just want trains that run more than every 15 mins, is that too much to ask for 😭😭😭 And it was going to be a direct line to friends living on the North Shore! If this gets cancelled, I'm going to be so upset, especially with all the disruption I've already had to put up with over the last couple of years living nearby one of the stations being converted 😭😭😭

[@user-kc1tf7zm3b]

Chill out. It is total fantasy to think that an incoming Labor government would ever think to cancel the Southwest Metro, especially considering this far more efficient mode of transport directly benefits their local, state and federal Labor seats constituents.

[@azwanazmi1484]

​@@user-kc1tf7zm3bAt what cost does it benefit those people? How much tax payer money has already been given and future guaranteed to leave our country ? (MTR 60% ownership) Who did the government promise contracts to develop those areas and who can afford to live in these new spaces? Does this not also affect passenger junction station traffic with higher volume boarding and alighting onto other Train services that further increase platform times on Sydney Train services. (City Circle connections for example) This will slow the network down as a whole as the City Circle is the heart of the network. I believe those funds would have been better served to building a new network giving many current and future locations access to alternative transport apart from buses. Look no further than the fastest developing areas around the edge of the urban sprawl. It all comes back to bad planning with governments allowing housing developments before upgrading infrastructure and then are forced to do so after the fact.

[@user-kc1tf7zm3b]

@@azwanazmi1484 The new Sydney Metro City & Southwest for 2025 will most certainly be of benefit and amenity for those who live along its metro corridor. The time savings benefit is without question. This is especially the case for those who need to travel beyond the Harbour Bridge, and, into the North Shore as this yields a direct link to the north. As for the economics, value and opportunity costs of the new metro line, these are another set of questions altogether. It is all way too late now to ask these questions, given the advanced state of the project’s construction. But, it has to be said, for those who look forward to the new metro in a few years time, these passengers are eagerly looking forward to its eventual opening.

[@ThisBloke760]

During the early 1970’s I regularly travelled from Ermington to Sydney CBD to work. This took me 1hr 20mins. Today, in 2023, I’m retired and living in Maitland. It now takes the same time (1hr 20mins) to travel across Maitland by bus, a 15 min journey by car.

[@nanookamotocnc]

Yes, the car will still be king of transport for at least the next 50-100 years, I see NO other ways of even lessen the importance of this private mode of transport.

[@rrocketman]

Very interesting mate. Rough old part of town down that way

[@eug_metta]

Surely they would have known about the conversion challenges like old stations when creating the initial business case...

[@K_TV99]

i think also the delay is due to Sydney having too little people to finish the project quickly.

[@jeremeh911]

another great video, but i think the blaming of the strikes is just typical propaganda you see in the media. the solution doesnt fix what they originally thought, and the spend doesnt make sense anymore.

[@VelvetBlades]

Skip to 16:40 for the problem. It's just history and bumfluff before this.

[@jefftate1981]

I have never been able to understand why you would duplicate an already existing line line with Metro when so much of Sydney has no public transport. For many years I commuted between Burwood & Bankstown (via Regents Park) I don't see how that would be possible with the Metro

[@mozismobile]

It's easy. Train 1 Burwood to Lidcombe, wait ~15 minutes, train 2 Lidcombe to Bankstown. Or Burwood-Redfern-Bankstown. The people getting screwed are the ones going Campsie-Lidcombe-Paramatta or similar, who will be either changing 2-3 times or going via Redfern (almost always slower, sometimes much slower and if there are problems you're much more likely to be affected at Redfern). My commute means I'm better off on the bicycle to Strathfield then going west regardless of weather or time of day, and that's with the current nasty changes (express to Paramatta does not stop at Lidcombe). Adding a change at Bankstown will not improve that, even if the shuttle runs every ten minutes in sync with the Metro.

[@kierannelson2581]

Simple. You either remove a line from the city circle or you add tracks to the city circle. Removing the Bankstown line from the City Circle is monumentously cheaper than adding 2 tracks (or more) to the city circle.

[@fictillius]

@Peter Cowan Sydney Metro is owned by the NSW Government.

[@gregessex1851]

@Peter Cowan Privatisation of what exactly? High rise development - yes. The government has made no secret of it. The biggest problem in Australia is lack of affordable housing. That is not going to be achieved by the failed urban sprawl in outer Sydney.

[@electro_sykes]

yeah, just give the northern beaches a rail line for once, instead of giving bankstown this stupid metro

[@itsmenoodlebox]

honestly the metro shouldn’t be something that takes over already existing heavy rail corridors. it feels like a stupid idea to put so much money into converting the already existing line to metro, when they could instead be spending the money to build the metro to somewhere that isn’t serviced by any form of transport aside from busses. sure the Bankstown line was in need of station upgrades, but converting the whole thing to metro just as a way to reduce congestion feels like a bad decision. there are definitely better and more cost efficient ways to reduce congestion and i think that they should’ve just come up with a different idea completely. i do however think the line from Chatswood to Sydnham is something that should still be complete as it does serve certain areas that don’t have direct rail access. they can then decide after the completion of that section as to whether they want to make sydnham the terminus of the metro, or extend it in a different direction to serve other areas not already serviced by rail. i really just don’t think the Bankstown line conversion is needed, and they should instead just upgrade it to current heavy rail standards. that’s just my opinion though.

[@mark123655]

And you'll end up having to spend $billions more constructing a new city loop to provide the capacity that T2 and T8 desperately need

[@monkecench]

Hi Sharath, I also have another concern for the Sydney Metro Southwest that you really don't have to answer, but can if you a want to. If they'll convert old houses into highrises, it has a high possibility of investors coming in. It sounds pretty good? Well, an already struggling rental market will be more expensive, causing in many people kicked out of their affordable houses, and being prompted to rent these expensive highrises. From all this, Australia could have a very big homeless problem, similar to The United States. What is your opinion?

[@yukko_parra]

(please pray they can still make more cheap apartments... )

[@josephj6521]

I agree. Removing say 100 homes from the market in an area removes 100 potential families needing a home. Currently ALL apartments are not family friendly. Excessive strata fees, bad quality, lack of off-street car parking spaces. People hate them. All it does is increase the value of the remaining homes.

[@aidenteszke9000]

The reality is the government care a lot more about lining thr pockets of their developer mates and family members than looking after you and I.

[@guyh9992]

Houses are not affordable in Sydney. Apartments are cheaper.

[@deadpan_delivry7476]

​@@josephj6521 All apartments are not family friendly? New York would like a word..

[@sarcasmo57]

Drive me crazy how they seem to build stations in the middle of nowhere here in Brisbane. Need to use station-side land better.

[@electro_sykes]

that land is saved for future high rise devolpment when it is demanded

[@petercross8620]

One of the important reasons for converting the Bankstown Line to Metro was to reduce passenger numbers at Town Hall and Wynard stations. Cancelling the Metro to Bankstown would only add more pressure to these already overcrowded stations. The reason the Metro didn't go to Hurstville is simple. The T4 line is shared between Sydney & NSW trains and is also a major heavy freight route. The existing rail corridor simply could not handle the extra rail traffic.

[@davoval001splace]

Honestly can't understand the inner city placement of the line. The waterloo station is in a bad spot, on Redferns backdoor. They should have either made the line further west at Sydney University, or further east, closer to the large double public housing towers are.

[@simonpark1988]

Mate if you’ve tried a daily commute on the Bankstown line, you would know that it is far from fully well functioning. Unless you live at one of the express stops, everyone else has to put up with trains every 15 minutes in PEAK time.

[@jameslvsjo]

If you ignore all the corruption in the construction industry and it’s involvement in NSW Liberal Party, the answer remains elusive. For everyone else, the reason they chose to convert this line is obvious. Metro = no pesky unions. Metro actively excludes anyone with prior union involvement, and the government wants to hand as many public assets as possible over to private, FOR PROFIT, companies - its public transport infrastructure based purely on ideology.

[@kenw1248]

I have experienced the Seoul Metro system. I first came across it in 1993 when roads in that city were not closed off but rather bottle-necked to allow for underground tunnel and related construction works. I have revisited Seoul on a number of occasions since and am impressed how the Korean Metro systems work. Each line is independent of each of the other lines and there are numerous lines. Each line crosses each of the other lines of the system at least once. Each line carries its own individual line number code and its own individual colour code. Each station has its own line-station number together with a station name. Seoul Forest station, as an example, has a station number indicating its line number followed by its position number on the line ( e.g. Station 123 is that station between stations 22 and 24 on line 1 with line 1 having its own colour code). When I first confronted the Seoul Metro system map I was shelled shocked because there is so much to take in but once I worked it out I could, as one not able to read and speak Korean, get around. I will state that Metro systems tend to be underground and above ground and not on ground.

[@nanookamotocnc]

That's why I hate the light rail or tram, running on the ground with shared traffic is so ancient and dangerous. Imagine Sydney dug up its 19th Century tram network nearly 60 years ago only to revert back to that crap. On the other hand, if the metro and tram have their own separate right of way as underground tunnel or elevated track, then I am all for it.

[@artistjoh]

Cancelling the the Bankstown extension is shortsighted. The problems outlined will largely go away if they decide to extend it to Liverpool now, instead of waiting 20 years. Liverpool also needs some higher density development. I do not understand this only going half way mentality. Stopping at Sydenham is just silly. Public transport like Metro is expensive, but we need to invest in the future.

[@toddkirby1248]

Having to change trains, and the lack of direct trains to a CBD is not a negative if those interchanges are convenient. The interchange at Bankstown is going to be super convenient. The project also will mean that more trains will be able to use the City Circle from the Inner West and East Hills Line, so the benefits are network wide.

[@gregessex1851]

Compared to what is currently happening at Chatswood, it is a walk in the park.

[@uasakura]

Ya..... i live in yagoona, n i dont mind driving to bankstown metro, its just like 6 min. But the issue is parking, i hope they eventually have all day parking for us

[@ghostofdre]

Cancellation and restoration of the full rail line, the existing corridor could be upgraded to increase speed and reliability for far less then the metro conversion.

[@shanojebs]

Speculation and rumour is just that. There is constant assessment across projects like this for many reasons. There is nothing to suggest this project will not follow through until completion. I watch a lot of these videos as I do find them interesting and I respect the effort put in as I'm always curious about the history of my city, but to suggest a project might be shutting down with absolutely no backup or evidence does nothing but to worry and scare people.

[@user-kc1tf7zm3b]

It is total fantasy to think that an incoming Labor government would ever think to cancel the Southwest Metro, especially considering this far more efficient mode of transport directly benefits their local, state and federal Labor seats constituents.

[@davidbranson7027]

Great video! However, when trying understand why build the Metro rail extension out to Bankstown, you have to look at the politics of it (remember, the LNP will eventually privatise if it is completed). The LNP get the political kudos in their electoral base of NW Sydney, and deliver the big finger to SW Sydney residents from Marrickville to Bankstown with never ending transport disruption. It is the safe Labor seats that have to live through this disruption while safe LNP seats get what they need. The Bankstown extension is for privatisation purposes only, ie a bigger asset will make it easier to sell when the time comes. Again we see wealthier parts of Sydney getting what they need at the expense of poorer Sydney. Go look at state electoral distribution maps, the Red Rooster line and the actual proposed SW Metro line. Its pretty obvious....and guess who gets to pay for it all...we the taxpayers! And of course, in time there will be LNP politicians who retire to a highly paid directorship with the Metro Rail corporation....just like Nick Greiner has done with the toll road builders.

[@girishg414]

Will the Bankstown metro line be extended to Liverpool & then to Glenfield eventually to Leppington. Is there a possibility of then eventually having a Greater Sydney Metro loop maybe 10-15 yrs & billions later?

[@WafflesX3XD]

congrats on trending :-) my only hopes with our public transport is for the T4 to finally get the same trains as everyone else,,, i want working air-conditioning and movable seats -_-‘ i sure hope all this turns out okay.

[@davidcarter4247]

What is so special about Punchbowl to Liverpool? It is only half hour service between Liverpool the city via Bankstown even at peak hour. Most trains and passengers go via Lidcombe. What about that original choice of Bankstown or Hurstville. For someone who doesn't think people should change trains how about all those people heading to south of Hurstville, a much busier station than Bankstown? As for the project being cancelled I expect Labor to cancel all Coalition projects, road, rail everything. That is because politics is so tribal Labor will not want to open any project started by their predecessors. The narrative will be the Coalition did nothing in 12 years. It is only public money being wasted.

[@ianmorris7485]

Let's face it, the government likes the idea of automatic train operation as provided by Sydney Metro, as in theory it equates to lower manpower costs over the long term and virtually no lost time through industrial action. Had the plan been to connect Chatswood with Central or even Sydenham, then it made some sense (especially with an extension the other end to Schofields). Converting Sydenham to Bankstown to Metro never really made any sense whatsoever for many of the reasons set out in the video. It was just a way of enhancing the manpower and lost time benefits of Metro, at a pretty steep current cost.

[@robnesbitt1184]

Agree. The cost savings in not having drivers are more than outbalanced by the 50 or more Metro executives that have salaries greater than $300K. The whole metro project was ideologically driven from the get-go by Galdys and co when she was transport minister. Rail transport growth was and is needed, but the penny pinching in the specifications of the T2 metro tunnels & bridges to not be compatible with the existing suburban train fleet, is now costing the state $billions. And the conversion of Bankstown line to metro is all about selling real-estate, and getting punch drunk on stamp-duty so they can splurge money on things that are superficial, like replacing Penrith Football stadium

[@plonkaplonka4998]

Great video and keep up the fantastic work 👍

[@deanunio]

It’s stupid there’s no station between Redfern and Sydenham. Should be a station in Alexandria / Sydney Park

[@jack2453]

And an interchange with the airport line and possibly the inner west line.

[@Kev4Kev]

It would have made more sense to go to atleast Sefton or Regents Park. At Sefton or Regents Park they could have just rebuilt a new station that handle Sydney Metro as well as Sydney Trains by more of less building a new station right beside the curent station.

[@oraenor]

As a commuter on the T3, it’s definitely not a quiet line and it’s as packed as the other lines pre covid. What I do agree is that there is no requirement of a metro if they’d run more trains during peak hour.

[@erroreliminator2.076]

So sick of this "quiet line" narrative. Guaranteed if they do the stats, they would find numbers more or less the same. Right now, people who uses the T3 are treated like second-class citizens compared to people who uses the T1. Blatant discrimination if you ask me.

[@jimstavrakis3870]

Has there been any updates to the project since this video was released , because I'm pretty sure I heard the new premier state that whatever projects were currently in progress they will still go ahead and re-evaluate other future projects.I live right next to Marrickville station and see that there are people working on the rail corridor everyday , our street has been earmarked as a development site because of the metro according to local real estate agents but have not heard anything for a long time .

[@andrewhighriser9531]

I do not understand the obsession with Metro style railways. As visitors we caught the Metro from Chatswood to not quite the end of line. While it was fast, it had curious acceleration and braking as does London's Dockland's driverless train. There is no rolling into a curve. It is either brake or accelerate to speed. The Metro was uncomfortable and quite rough. I think we left the Metro at Epping and travelled back to central Sydney by proper train in what felt like luxury travel. Smooth, quiet and in comfortable seats. But the trip was so slow. I've subsequently learnt that it was because of timetable padding. What is the need for Metro to the south west of Sydney? New tracks, better signalling, new stations and some untangling of trains junctions, normal trains can do the same as a Metro. Trains are fast, if they aren't hobbled and get a clear run.

[@VHMMP]

I agree, the limited resources should be channeled into new services into areas currently lacking a rail service of any type. More, wide spread public transport is needed, not this waste of money on needlessly replacing an existing and fully functional heavy rail with a Metro rail.

[@jack2453]

A solution to the congestion would be to run double deckers from Bondi Junction through the city to Redfern then express to Sydenham and one branch express to Hurstville then to Cronulla and Waterfall, and another branch express to Revesby and then to Macarther and Leppington (and WS airport). The city circle would then provide high frequency single deckers all stops to Hurstville, Revesby, the Inner West line and poss. Epping and Liverpool.

[@electro_sykes]

maybe they could have designed it were the Metro stopped at all the stations to Bankstown, whilst the T3 could have run Express.

[@electro_sykes]

They should extend Metro Southwest to Olympic Park. It should run via Yagoona, before entering a tunnel and Rebuilding Birrong Underground. Then they can just continue to a new set of underground platforms at Lidcombe before then taking over the T7 Olympic Park Line

[@sydcityhiphop]

The explanation and logic for this line is simple and you touched on it - development. I could look like I'm stereotyping but facts are most developers live on that line and see the huge upside to it. Chuck the govt a few million, build 20 high rises and laugh to the bank. Everyone wins except the people of birrong

[@electro_sykes]

Forget about sending phase 2 of the Parramatta Light Rail to Olympic Park, instead, why not send it along its own right of way branching off from stage 1 at the rose hill. Then send it southward with an interchange to rail services at Clyde, then down its own right of way through South Granville to an Interchange station with the T3 at Regents Park. From there it could then takeover the existing rail line to Bankstown

[@douglachman7330]

You do great job and obviously have a passion for what you do. An idea revisit history and explain the reason for Fiddens Wharf Road and how it fits into Sydney transport in the past. The development of high density housing should follow rail expansion not the other way around. How about a big well done to the unseen engineers and executive transport staff that execute progress.

[@iamthinking2252_]

8:23 the schematic map makes the shuttle line look kinda pointless and awkward - like surely it wouldn’t be too much backtracking to have the Liverpool train go to Bankstown then lid come? Or at least just metro convert to Sefton to avoid the need for a spur? But then I look on google maps and not only are the two arms from Sefton 180° apart, it’s also quite far - and suddenly a spur doesn’t seem so silly

[@Subh8081]

Is there a chance still for the Chatswood to CBD and Central Metro to be completed in the next 2 years? Unlike from Bankstown, residents of North West and the Hills have poor connectivity to the city.

[@crowie5415]

That is still slated to be open next year. It is only the Bankstown Line portion that seems to be delayed. For what it's worth, they actually joined the track up to the existing track at Chatswood a few days ago, so hopefully we'll get some trains testing on it within the next few months (my cynical guess is that they'll have one on the line for photos before the election)

[@bendowson3124]

That will still be finished. They’ve already finished the tunneling so canceling it would be ridiculous.

[@user-kc1tf7zm3b]

@@crowie5415 Southwest Metro opening date in 2025 will come soon enough. A delay of 12 months is just not the end of the world. The 6 month period where there are no train services at all, while the metro transition takes place, does not change in duration.

[@anthonyadam7343]

Will the metro be a lot quieter than the trains ?

[@erniesulovic4734]

A few things to mention in addition to this video...... 1. The Metro are single deck cars, so carry fewer passengers. 2. Maybe there has been a decrease in the number of passengers yet look at where units are being built. 3. The number of new units being built in Bankstown lately has gone through the roof, no pun intended 4. The Metro has very limited seating, so 95% of passengers will be standing while traveling in either direction. You've had a long, hard day at work and now you have to stand on your way home? It is 5am and the train is busy and you are half asleep yet have to stand on your way to work, being half asleep? 5. Since the same tracks are being used, unlikely it will save time unless the stopping pattern changes which means fewer services for some stations, not more. The same speed restrictions will have to apply. 6. Does anyone really trust a train without a real human being at the front and a guard to ensure passenger safety? 7. the Libs made it illegal for the mainstream media to publish any negative news re the Metro going from Chatswood outwards so it would appear to be a good network. Appearance does not always equal reality or facts. 8. They say they have computers to detect if someone is in the corridor on the Bankstown line. Every Driver knows the issue regarding the Ibis birds on the Bankstown line and how dumb they are and get hit multiple times a day. Can you imagine the Metro's computer system stopping a train because it detects something in the corridor only for it to be a bird? Moving or eradicating the Ibis birds from their natural habitat could be an environmental disaster 9. There is no issue with trains from the Bankstown and Illawarra lines at Sydenham as they don't cross paths at all....Bankstown trains used to go on P1&2, Illawarra Trains on P5&6. Illawarra trains do not even go around City Circle....it is like an isolated line on its own. These are just some points to consider and are from the top of my head.

[@electro_sykes]

although not as direct as Metro West, maybe they could use the Bankstown line as an alternative route for Metro between the CBD and Parramatta by extending Metro Southwest to Yagoona, before entering a tunnel and Rebuilding Birrong Underground. Then they can just continue toward Parramatta via Lidcombe.

[@tonychen3628]

I really think that they want to ease the pressure in the City circle, as I type atm, each line that shares platforms in the City Circle affects each other(which it quite explains to all those small delays turned into a full network of major delays), but it is quite questionable on why it ends building at Bankstown, leaving the remaining train line with a fork shape for YEARS, and why Bankstown line to begin with, cuz all the other line city bound can be so crowded at peak that you can't even set your feet in the carriage. But yeah they have done so much at this point it is better to have something than spend so much money on it (and a lot of commuters' time) and call it off, given it is already mind blowing to think that the metro won't extend to Liverpool, the new airport, and such till the 40s or the 50s. Guess a car would be still more reliable than counting on a train what won't be delayed for a foreseeable future(sigh)🙃

[@thesniffysniffy]

According to your insider, is the metro northwest to city (central or Sydenham) still good to go?

[@gregessex1851]

They are laying the track already.

[@qjtvaddict]

If cancelled they can have Sydney metro extend to places without any heavy rail service instead. And for the T3 add express tracks between CBD and Hornsby and a new corridor

[@zoqaeski]

This is a whole lot of unsubstantiated speculation that doesn't add up. Projects get delayed and run over budget because our public sector isn't competent or resourced enough to properly manage large capital works projects, so contractors and suppliers get to set terms more favourable to them, sometimes even with vendor lock-in (e.g. the wire-free trams down George St). A small and inefficient public sector is a deliberate result of neoliberal government policy-if you believe "government bad, private sector good" and then systematically dismantle the public sector with a death by a thousand cuts, them *of course* the public sector isn't going to function effectively. This is part of the plan. It doesn't help that the media is opposed to public transport and public spending because it represents the views of the wealthy who have the real power in Australia. That's why they're so vehemently anti-union-though in the case of the Mariyung trains, the union is blowing the issues way out of proportion. One of their gripes is the traction interlock with the guard's doors, i.e. that the door cannot be open while the train is in motion. They're claiming it is safer for crew members to lean out of a moving vehicle, and a compromise solution of a drop-down window or split door was rejected outright. All the other complaints about the trains are either insignificant or outright lies: trains built in Australia aren't better, the loading gauge on the interurban lines has needed to be increased with every new rollingstock acquisition, and the poor quality of construction is because the tender was chosen primarily based on cost. Good, cheap, or quick: pick any two, because you can't have all three, and more often than not only one is realistically obtainable.

[@erroreliminator2.076]

There are loads of bias by Sydneytrains and TransportNSW when it comes to planning train timeables and scheduling trains . I would go as far as to predict, if they do an audit on the actual stats, the bias is plain to see . Only T1 north shore, T9 Northern and T4 Cronulla lines and the inner city (part of T2) services warrants and justifies the current train scheduling and timetable - the rest,. Richmond, Penrith, MacArthur are wishy washy at best. Basically the bias against T2 and T3 is ridiculous and plain to see. Addendum: T8 between Green Square and international airport would warrant/justify the current train scheduling too.

[@mariachrzski18]

If Sydney Metro SW gets cancelled will the part towards the city still be constructing? Would it then terminate at either Central or Sydenham?

[@suave-rider]

NSW Labor has no objections to the conversion and no plans to scrap it.

[@shanojebs]

The Sydenham to Chatswood via Central section is separate from the Sydenham to Bankstown section. It is nearing completion and definitely going ahead. It has always been NSW Government's flagship project with the Premier's photographers, which is more than can be said for S2B

[@ftoobs.5237]

Hey cobber, You might have grown up in the Hills district of Sydney, but back in the 50's that area was all just bush and farms, and the few roads, were all dirt. Even places like North Ryde only had dirt roads, Basck then I lived in Chatswood and both our milk and bread was delivered by horse and cart. Thing was that the developers came along hoping to make a quick buck out of building and selling houses to people, and nobody cared about alternative transport needs for those who bought them. And all the local councillors were only interested in what was in it for themselves, not for their communities.

[@69gaming196]

I still don't know why they didn't convert it all the way to regents Park. It would be logical to extend a couple extra k's to make it more convenient for people living at birrong/yagoona and would eliminate the need for a shuttle

[@robertwinston2519]

Love that old photo red rattlers and double decker S sets at Bankstown, excellent video, yeah better of new line in eastern suburbs and ares that haven’t got rail access 👍

[@xXWillXx]

They should of made it go to La Perouse and Malabar instead.

[@247Coby]

Correct. My thoughts as well.

[@victorsvoice7978]

They should have finished the Nothern metro into St Marys. This would reduce congestion on the western line, which is overloaded.

[@sethtan715]

Cold you make a video on revamping the whole Sydney Train and Metro system?

[@stuarthasic]

He did. kzbin.info/www/bejne/eqqafIWCjKiDrdE

[@sethtan715]

@@stuarthasic including trains

[@grantmurrell8547]

It is unfortunate that these videos have become one sided I find it disheartening to hear how good a feature is on the metro knowing that the same feature can be installed on heavy rail if not already installed Also, discounting the impacts of the initial cost of install versus the cost of upgrade to existing lines can be argued to be a bad faith argument…. Where is the equal representation? The arguments for metro fall away with each passing year with “rapid transit” only applicable because the heavy rail is slowed and underfunded by comparison

[@247Coby]

I never thought this was a good idea to begin with. Logistically it would have made sense to not go to Sydenham and instead continue the underground metro corridor from Waterloo to Little Bay.

[@ggslv58gng57]

the Mascot airport - port Botany goods RAIL , could be upscaled for Passenger service

[@toinoi123]

Great job as always! 18:46 IMHO, the premise (by the advocates) that a metro was required to increase development and population density along the existing heavy rail corridor was a false one. That could still take place.

[@YokRzeznic]

I lived in Marrickville when it was first proposed, putting my whole street on the chopping block. Dang city needs to spread out and decentralise instead of ripping up everything and making it all high density.

[@danielmoss895]

Extending the conversion to Sefton easily solves the line separation problem. Won't happen though. There's this thing at Macquarie Street called the Too Hard Basket that both parties in this state like to throw projects such as this into when they become, well, too hard. The question is, where will Metro trains terminate if they can't continue on the Bankstown Line? I assume they would have to create a makeshift turnback out the section of tunnels that run south from Waterloo station, or they could extend the line southeast towards Randwick or Maroubra, maybe?. Nup! That's a SUPER Too Hard Basket idea!!!!!!!!!! Besides any of that, what financial benefit is there having the line terminate less than 2 kms from Central (as the crow flies)? Can we get some people who know what they're doing to run this state, please?

[@adamgreaves1115]

The freight line connection in the triangle between Birrong / Sefton / Regents Park is the hassle. There is a dedicated freight line, but once a train is on that it can't access some of the smaller facilities in the metropolitan area, so some freight trains still come onto the Sydney Trains network through this junction.

[@maccomplex]

punchbowl commuters to liverpool need to change at bankstown anyway as these trains skip the station on weekdays. direct services are only in the evenings and on weekends (2tph)

[@douglachman7330]

Governments decide to research, fund and build projects but its those in the public service that organises and overseas these activities. The credit never goes to the architects, engineers or construction workforce. Often these concepts are decades old.

[@exray1]

It's still pure speculation whether the Sydenham to Bankstown metro conversion may be dropped, but there have nonetheless been problems with converting a legacy surface rail line to GoA4 driverless operation, which is no doubt why this aspect of the City and Southwest metro line has been delayed. Blaming union disruption is a copout. I'm not aware of many legacy rail lines anywhere successfully being converted to driverless operation. The usual solution is GoA2, which is far cheaper and has similar automatic operation, but with a driver who monitors the system, opens and closes the doors, starts the train and can take over manual control in the event of an emergency. This is what is already being trialled on the T4 Line and will be rolled out across the Sydney Trains network over the next decade. The new Elizabeth Line (Crossrail) in London is GoA2 through the city's central core, as it shares tracks with other manually operated lines on its outer branches. The metro line will still be opened from Chatswood to Sydenham next year, with as yet no firm completion date of the Bankstown extension. As pointed out in Sharath's video, conversion of the Epping to Chatswood Rail Link was pretty much seamless, as it was a relatively new mostly underground line opened in 2009, with straight station platforms and minimal interface with the North Shore Line at Chatswood. The same would apply to the even later South West Rail Link if it were extended from Leppington to Bradfield and converted to metro from Glenfield, not that I would support it, as it would further compromise Sydney Trains operations, as conversion of the ECRL has. In view of the problems so far with conversion of the Bankstown Line to driverless metro operation, you would wonder whether any further conversions of exiting lines to driverless metro would be worth it and in fact if it is even necessary, when more cost effective solutions are available, such as GoA2.

[@gbg_bluej6719]

honestly why didnt they just incorporate the metro into the original train line to where it is all metro?

[@noisypitta2427]

As someone who has used the Bankstown line regularly for many years, there really isn’t any problem that the metro needs to solve. Adding the metro would have slight improvements like faster and more frequent services, but neither of those was ever really an issue, especially not one that needs to be solved with this much disruption to the line in the interim.

[@listohan]

A (the?) new government would take great pleasure and probably win support from the rest of the state by cancelling this wasteful project and terminating the metro at Sydenham which could then be developed as more of a centre.

[@garrywallace1007]

Cant get over how incredibly ugly the upgraded stations look- Victorian era buildings with lifts, ramps, platform doors all jammed in ...... metal and glass everywhere...they are an eyesore.

[@electro_sykes]

Platform gap fillers already exist in New York on the Subway

[@pavels470]

Bankstown line has had to endure the most harsh disruptions , especially since 2016. Come on beo

[@alanarthur9050]

I've been using the T3 from Belmore for over 20 years. The simple solution to preventing T3 congesting the city circle was to terminate T3 at Sydenham and have us change trains there. The $2 billion spent on T3 could have been spent taking Metro somewhere from Sydenham that doesn't already have a rail line or building up up the northern beaches where there is plenty of congestion. Changing trains at Sydenham is no big deal. We've already been doing it for years as they build metro and before that when track work regularly closed T3 all the way to the city. But the metro wasteful rebuild of T3 is all about de-unionising rail travel and building 8-12 story apartments without public amenities and infrastructure the length of both sides of the T3 line. And when its privatised, I expect on what we've seen with privatisation so far that those alleged 4 minute intervals between trains will blow out and prices will rise each year by 4% or inflation, whichever is higher. I'd be surprised if its cancelled. Its too far advanced, even with all the problems. The cost will instead blow out further.

[@fanmael1]

Who wants to change trains at Sydenham if you live on the Bankstown line. A big FAT no one!

[@alanarthur9050]

@@fanmael1 if you live on the T3, then you've changed trains at Sydenham many times over the past years and its no big deal. If you want to go to Bondi or Cronulla or Ashfield, or Olympic park, you have to change trains and its no big deal. If you have used a metro overseas, changing trains is normal and no big deal.

[@stephenbrickwood1602]

Leave your flash messages on the screen a little longer, please. Digesting what you are saying and then the flashed up message needs a little more time.

[@JJ-mc8lu]

Is it just me but are we building metro trains apart from one exception either on existing lines or near existing trains lines? What's wrong with government? There are so many areas in Sydney with no rail that have been totally ignored!

[@michaelcheng6469]

The biggest issue with public transport in Sydney is the patronage in off peak times - the trains and buses are running but not much people use them. Why because it's simply too expensive. For a couple it would be $5 each way x 2 for a total of $20. For that I can drive and pay for parking and still be ahead once I factor in petrol costs. For a family of 4 then forget about public transport. What they need to do is bring back the weekend daily caps say at $5 (no more than $10) per day to encourage usage.

[@erroreliminator2.076]

Yet Richmond get express services to city every half hour even off peak, night time, and on weekends. Explain that blatant bias to me?!?!?!?! So is Campbelltown every 15 mins most hours most days