Sydney Metro Northwest


Sydney Metro Northwest is a rapid transit link to the north-western suburbs of Sydney, New South Wales, Australia. The link is being managed by Transport for NSW through its Sydney Metro agency, and connects the suburbs of Rouse Hill and Chatswood via Castle Hill and Epping.
The link, which includes the Epping to Chatswood Rail Link, opened to service on 26 May 2019, with Metro North West Line services running on the link between Tallawong and Chatswood.
Prior to June 2015, the project was known as the North West Rail Link. Originally, "North West Rail Link" referred to the section between Epping and Rouse Hill. By June 2015, the name had been extended to cover the route of the original NWRL and the existing Epping to Chatswood railway line between Epping and Chatswood, which has been converted to rapid transit standard. In June 2015, it was announced that the entire project would be renamed the Sydney Metro Northwest, the first stage of the forthcoming Sydney Metro system.

Project history

Planning for the original North West Rail Link which later became Sydney Metro Northwest was a long and complex affair. The line was announced, cancelled and re-announced several times beginning in the 1990s. There were differing plans as to how the line would integrate into the rest of Sydney's transport system. The following proposals were endorsed at one time or another by the government:
By May 2015, media releases from Transport for NSW used the name “North West Rail Link” to address the whole section between Rouse Hill and Chatswood and not just the unbuilt part. On 4 June 2015, Premier Mike Baird and Minister for Transport & Infrastructure Andrew Constance announced the rebranding of the Sydney Rapid Transit to the Sydney Metro. In conjunction with the rebranding, the North West Rail Link was renamed Sydney Metro Northwest, the first stage of the Sydney Metro. It is to link to the second stage of Sydney Metro at Chatswood, now known as Sydney Metro City & Southwest.

Line operation

In December 2011, the State Government suggested that they have not ruled out the possibility of contracting the operation, rolling stock and signalling on the North West Rail Link to private operators as part of a public-private partnership.
In May 2013 it was announced that two consortia had been shortlisted to operate the line:
On 24 June 2014, the Northwest Rapid Transit consortium was selected as the preferred operator to deliver the North West Rail Link operations contract.

Construction

2011-12 State Budget

The NSW Government allocated $314 million towards the North West Rail Link in the 2011-12 State Budget. $222 million of this will go towards buying land along the proposed route alignment. $2.5 billion was provisionally allocated to the North West Rail Link over the next four years.

Commencement of geotechnical work

Coffey Geotechnics supported by AECOM were awarded the tender for geotechnical drilling services in August 2011, and drilling began on 7 September 2011. A drilling rig was set up in a park opposite the Castle Towers shopping centre at Castle Hill, where one of the underground stations will be built. At least 150 boreholes with a diameter of up to will be drilled up to deep along the proposed alignment between Epping and Rouse Hill in order to develop an understanding of the geological profile. The drilling is anticipated to take about 9 weeks to complete.
Dirt from the tunnelling process will be recycled and distributed across Sydney.

Major construction contracts awarded

There are three major contracts for the construction of the North West Rail Link.
In June 2013, the tunnelling contract was awarded to a joint venture involving Thiess and John Holland, and Dragados.
In December 2013, the skytrain and surface construction contract was awarded to a joint venture between Italian firms Impregilo and Salini. The $340 million contract includes a 270-metre cable-stayed bridge over Windsor Road at Rouse Hill. A third and final major contract to build the stations, operate the rail link and build single deck trains was announced at the end of 2014. Thiess's civil engineering business was transferred to CPB Contractors in 2016.

Closure of the Epping to Chatswood rail link

The Epping to Chatswood railway line opened in 2009 as a heavy rail line, initially as a shuttle service between Chatswood and Epping. The line was later integrated into the Northern Line. During O'Farrell's time as premier, the government announced that the line was to be closed and converted to rapid transit standards.
The Epping to Chatswood rail link closed from 30 September 2018 for around seven months for conversion to rapid transit standards. A temporary bus service known as Station Link operated with over 100 buses to replace the trains until the stations finished upgrading and reopened in May 2019. In addition Sydney Trains and NSW TrainLink introduced new timetables with extra train services on the North Shore Line to and from the Northern and Western lines with the Central to Epping via Strathfield section extended to Hornsby.

Completion

On 14 January 2019 the first driverless Metro train completed the full journey between Tallawong and Chatswood.
The rail link opened for passenger service on 26 May 2019, with the Metro North West Line running along the entire length of the link.

Route

New stations built for the link are as follows:
The remaining stations were originally built for the Epping to Chatswood rail link and converted to Metro operation:
Tallawong and Cherrybrook stations were built as stations in a cutting, open to the sky, but below ground level while Castle Hill, Hills Showground and Norwest stations are underground, whereas Kellyville and Rouse Hill are above ground. The twin tunnels between Epping and Kellyville, at long, are the longest rail tunnels in Sydney. They are also the deepest tunnels in Sydney: below ground at the deepest point below the intersection of Pennant Hills Road and Castle Hill Road—deeper than the floor of Sydney Harbour, and much deeper than the deepest point of the City Circle tunnels at St James. Most of the tunnel was bored, although the section at Kellyville was constructed using cut-and-cover techniques. Major tunnelling began in 2014.

Extension to central Sydney

The Sydney Metro City & Southwest project will extend the line to the Sydney central business district and on to Bankstown by building a tunnel from just south of Chatswood station via North Sydney and under the Sydney Harbour towards Central and Sydenham, before joining the newly converted railway line towards Bankstown. The extension project commenced construction in 2017 and will be completed in 2024.

Potential western extensions

Previously there were long term plans to extend the proposed heavy-rail North West Rail Link to meet the existing Richmond railway line near Vineyard. However, the location of the alignments were never finalised and further investigation and studies would have been required.
State Government documents, dated 13 May 2011, suggested an intention to eventually extend the line to meet the Richmond line near Schofields, two stations south of Vineyard. A Transport Department report dated 9 June 2011 shed more light on such plans, suggesting an extension of the North West Rail Link beyond Rouse Hill to meet the Richmond line at Schofields, Riverstone, or beyond.
A scoping study into rail investment to service Western Sydney and the proposed Western Sydney Airport was announced by the New South Wales and Australian governments in November 2015. The study's final report was released in March 2018 and included a proposal to extend the Sydney Metro Northwest from Tallawong to Schofields, where it would connect with a proposed "North-South Link" serving the airport and continuing on to Macarthur.

Infrastructure

A new train stabling yard was constructed at Tallawong Road in Rouse Hill, with room for 16 train sets. 3,000 new parking spaces are provided across proposed carparks at Cherrybrook, Hills Showground and Kellyville stations.
The entire line is electrified at 1500V DC to power the metro trains. The viaduct and ground level section between Tallawong and Bella Vista uses standard overhead wires to supply power. For the underground section between Bella Vista and Epping, a bus bar is used instead of wires. For the rest of the line, the existing overhead wires were kept, with an additional copper cable added in some sections.
There are crossovers at several stations on the line to terminate trains. These are located at Tallawong, Bella Vista, Castle Hill and Chatswood. All crossovers on the ECRL were kept, as well as the connection to the surface at Epping. This was kept in case access was required for trackwork vehicles to enter the line, but it has not been used yet. The link to the surface is unwired and there are obstructions placed on the rails.
The line is equipped with all the infrastructure required for the self-driving feature of the trains. The line is operated using an moving block signalling system, with no physical signals on the track connected to this system. The only physical signals on the track display the status of nearby points, showing a white line pointing towards the direction the points are set, or a red horizontal line to indicate stop. As the signals are merely points indicators, they do not know the position of the next train and will still show a white line even when there is a train up ahead. The location of the next train, along with other information for self-driving, is directly sent to the train through a 5GHz communications system.
The line is also equipped with the latest technology for boosting cellular/4G signals. Users of the line have reported extremely stable and fast 4G connections while travelling on this line. Several news channels have also done live crosses via 4G to reporters riding on the line.

Previous proposals

1998 (original) proposal

The North West Rail Link was originally announced on 23 November 1998 by Transport Minister Carl Scully, and was part of an $2.6 billion package of eight major rail projects due for construction by 2010 dubbed the Action for Transport 2010. At the time, the proposal was for a $360 million heavy rail connection from Epping to Castle Hill, with potential extension to Mungerie Park and Rouse Hill after 2010.
Delays in 2000 by the Carr Government in releasing a draft report on the proposal led to concern about the viability of the proposed route. This led to a deadlock between the State Government and Baulkham Hills Shire Council regarding construction of the $200 million Mungerie Park industrial and residential development at Kellyville. On 5 June 2000 the Council voted to defer planning approval for the Mungerie Park development until the State Government demonstrated a commitment to improve local transport infrastructure, which included building the North West rail link. In response, the State Government threatened to remove the Council's planning powers for the Rouse Hill Development Area if planning approval was not granted. Member for the then-State electorate of The Hills, Michael Richardson, submitted a Freedom of Information request for the draft report on 3 November 2000. The State Government had not responded to the request by 13 December 2000, well beyond the 21-day response limit, leading to accusations that the Government was trying to hide something. The State Government formally rejected the Freedom of Information request on 9 January 2001, despite acknowledging that release of the report would be in the public interest. As a result, the NSW Ombudsman began an investigation into NSW Transport's refusal to release the report.
News reports from March 2001 suggested that cost estimates for the Action for Transport 2010 plan had blown out so much that the scope of the plan was now reduced to an Epping to Chatswood rail link due for completion in 2008. The completion date for the Parramatta to Epping section of the original Parramatta to Chatswood link was unspecified, which meant that the North West rail link proposal was effectively deferred indefinitely—it would not be built until the Parramatta to Chatswood link was completed. The Action for Transport 2010 cost blowout was seen as the reason for the State Government's refusal to release the draft report into the North West rail link route. According to Member for The Hills, Michael Richardson, the Premier Bob Carr effectively confirmed that the Epping to Castle Hill rail link was dead during a session of Parliament on 27 March 2001 when he refused to answer a specific question about the details of the proposed rail link. There was no mention of the rail link in the 2001 budget, released the week of 30 May.
A 2002 NSW Treasury report mentioned the North West rail link, and that it was "under development or investigation", but no estimate of cost or start date were provided. On 10 March 2002, Transport Minister Carl Scully released a report detailing the preferred route alignment. The route was proposed to run from Epping to Mungerie Park at Rouse Hill via Castle Hill. The cost of construction was estimated at $1.4 billion. Public consultation on the proposal was conducted over eight weeks from 10 March to 3 May 2002. The consultation received 118 written submissions, 73% of which were in favour of the project proceeding, and only 5% strongly opposed the project. On 3 October 2002, the Minister announced a feasibility study for an extension of the proposed route beyond Rouse Hill to meet the existing Richmond Line. Various studies in support of the Epping to Castle Hill link were made during 2003; most of this work related to the proposed alignment of the route. It was revealed on 12 August 2003 that Railcorp was considering a new $6 billion rail link that would connect Hornsby with Campbelltown via the Sydney CBD and that the North West rail link could form an extension to this route.

Metropolitan Rail Expansion Program

On 9 June 2005 the State Government announced the Metropolitan Rail Expansion Program, an $8 billion plan to add three new railway lines to the CityRail network over the following 15 years. The MREP included the South West Rail Link, North West Rail Link and the CBD Rail Link and was intended to augment transport links between the major new growth and employment areas of the Sydney metropolitan region. In 2005 the schedule was revised and a new completion date of 2017 was set. In 2006 the construction schedule was revised with a new completion date of 2017. In April 2006, the NSW Transport Infrastructure Development Corporation released the North West Rail Link Project Application and Preliminary Environmental Assessment in support of the planning approval process. On 20 November 2006, the government announced a staged plan for the North West Rail Link with train services to Castle Hill and Hills Centre in 2015, two years ahead of the original completion date of 2017.

Proposed route

The original North West Rail Link route proposal was planned to be in length, consisting of a tunnel section from Epping to the proposed Burns Road Station, followed by a section above ground from Burns Road Station to Rouse Hill. A train stabling facility was proposed to the north west of Rouse Hill Town Centre.
The latest version of the original proposal proposed to connect the North West Rail Link alignment to the Epping to Chatswood Rail Link via a tunnel between Epping and Franklin Road stations, whereas the earliest version of the original proposal had the route alignment connect with the existing Northern Line north of Cheltenham. The direct route proposed using the stub tunnels originally built for the deferred Parramatta Rail Link between Parramatta and Epping. New stub tunnels for the Parramatta Rail Link were to be constructed so that if the Epping to Parramatta line were completed, trains from Parramatta would have also been able to link into the Epping-Chatswood Line.
Six new stations were proposed along the North West Rail Link:
The line was scheduled to open in two stages: the first stage from Epping to Hills Centre Station was scheduled for completion by 2015, and the second stage from Hills Centre to Rouse Hill Station was scheduled for completion by 2017. Construction was scheduled to begin in 2010. The original proposal called for off-peak rail service of four trains per hour, with six to eight trains per hour in peak periods. The route was expected to carry six to eight million passengers per year.
The concept plan was approved in May 2008. However, the North West Rail Link proposal was replaced by the North West Metro two months earlier in March 2008 by the Iemma Government as part of the development of a metro-style rapid transit system called Metro Link.

North West Metro

In March 2008, the Government changed the project to a metro line dubbed the North West Metro as part of the Metro Link, and expanded the line to run all the way to the Sydney CBD via the suburbs of Ryde, Gladesville, Drummoyne and Pyrmont. The inability of Iemma to privatise the state-owned electricity sector to fund the metro project culminated in his resignation as NSW premier in September 2008, and the appointment of Nathan Rees as his successor.

CBD Metro

On 23 October 2008, the month-old Rees government announced the CBD Metro, a shortened version of the North West Metro which would run from Rozelle to Central station, and the project was submitted to Infrastructure Australia for funding. It was announced that North West Metro may be extended to link from Rozelle to Epping and Macquarie Park in the future if the CBD Metro was built. Then, on 31 October 2008, the NSW Government announced that the North West Metro would be indefinitely deferred due to budgetary cuts.

Resumption of original proposal

On 21 February 2010, two and a half months after Kristina Keneally had become Premier, the NSW Government revealed the cancellation of the Sydney Metro project in its Metropolitan Transport Plan and returned to the North West Rail Link proposal. At the time, construction was anticipated to begin in 2017. In August 2010 the State Government applied to Infrastructure Australia for funding to accelerate the delivery of the project, but no funding was granted.

2011 proposal

Following his victory in the NSW state election on 26 March 2011, newly elected Premier Barry O'Farrell announced that his first order of business would be to start construction on the North West Rail Link. On 6 April 2011, Premier O'Farrell and newly installed Transport Minister Gladys Berejiklian announced the project team that would be responsible for construction and delivery of the North West Rail Link. It was expected that initial planning and geotechnical investigation of the route corridor would begin by the end of 2011, with construction beginning before the 2015 state election.

Proposed route

When the O'Farrell Government took office, it proposed that the line would form part of the mainline network and would be served by double deck rolling stock, like other rail lines in Sydney. A report released in July 2011 indicated that upon opening of the line, four to six trains per hour would connect Rouse Hill station with Chatswood station via Epping. Of these, only as few as 2 trains per hour would be able to continue from Chatswood to the CBD due to capacity constraints on the North Shore line.
The design was changed to a driverless rapid transit line, featuring more frequent, lower capacity single deck trains. All trains would terminate at Chatswood, with passengers required to change to North Shore line trains to continue to the city.
The route proposal put forward in May 2011 by the State Government was a rail route with six new stations, and the possibility of two more to be built at point in the future. The proposed stations were:
On 15 May 2011, Transport Minister Gladys Berejiklian announced that a tender had been called for engineering, rail systems and architecture services. A tender was called on 6 June 2011 for a financial and commercial services specialist. The tender documents indicate the Government's desire to appoint a financial adviser to examine the possibility of securing funding from private sources.
Tenders were called on 10 June 2011 for a range of services including geotechnical work, master planning and urban design, scheduling and planning support, integrated transport and land use services, and legal services. Applications for the first six of twelve tenders closed the week of 8 July 2011 with 44 proposals having been received from a range of Australian and international companies. The first six tenders were for financial services, geotechnical investigations, integrated transport and land use studies, scheduling and program support, legal services, and master planning and urban design. As part of the tender process, applicants were asked to demonstrate how they would design station precincts at the Rouse Hill, Samantha Riley Drive and Cudgegong Road sites. The geotechnical information is required to determine the best method of tunnelling through the Hawkesbury sandstone that underlies much of the Sydney basin.
Gladys Berejiklian announced on 14 July 2011 that the first major tender—for design services—had been awarded to a consortium of AECOM, Cox Architects, Grimshaw Architects and Parsons Brinckerhoff. The consortium were tasked with investigating route alignment options, rail systems, tunnel design, station locations and infrastructure planning. AECOM also lodged applications for the master plan and integrated transport tenders. Consulting firm Turner & Townsend were awarded the tender for cost planning services on 22 July 2011.

Impasse over Federal funding

The Gillard Federal Government refused to commit any funding to the North West Rail Link because it favoured completion of the Parramatta to Epping section of the Parramatta to Chatswood route. The refusal dates back to a promise made during the 2010 Federal election campaign, when Gillard's Australian Labor Party announced the federal government would fund 80 per cent of the construction of the Parramatta to Epping rail link if it were re-elected at the 2010 Federal election.
NSW Premier Barry O'Farrell asked Prime Minister Gillard in his first official meeting with her after becoming Premier in April 2011 to divert the Federal funds allocated to the Parramatta to Epping rail link to the North West Rail Link project. Despite this, the Federal Government did not allocate any funds to the North West Rail Link in the 2011 Budget. At least part of the reason for the snub, apart from the Federal Government's transport priorities, is the fact that the O'Farrell State Government did not submit a project proposal for the North West Rail Link to Infrastructure Australia.
Results of a cost-benefit analysis released in November 2011 indicated that the North West Rail Link would be three times more beneficial to New South Wales than the Parramatta to Epping extension. The report also indicated that the cost of constructing the Parramatta–Epping line would cost $1.78 billion more than initially expected.
Infrastructure Australia formally rejected Infrastructure NSW's request for $2.1 billion in funding in May 2012, saying the project is “not the highest priority” transport project for Sydney. Instead, Infrastructure Australia suggested an expansion of the bus network and better transport links with Parramatta. Infrastructure Australia cited the lack of a completed proposal and lack of information on cost, infrastructure and development as reasons for the rejection. The State Government vowed to build the line with or without federal funding.

Criticism