The original plan
The 1998 Action For Transport plan proposed 4 new rail lines to be built in Sydney by 2010. These included the already under construction Airport Line (2000), a short extension of the Eastern Suburbs Line to Bondi Beach (2002), a Parramatta to Chatswood Line via Epping (2006), and an Epping to Castle Hill Line (2010).
The final two lines to Parramatta and Castle Hill would provide a new path through to the Lower North Shore from the West and North West without having to travel through the CBD. This would take pressure off the congested Strathfield to City corridor, where trains from the Western and Northern Lines merged, and shift it to the less congested North Shore Line.
This was not the first time such a line had been put forward, with a similar line proposed all the way back in John Bradfield’s 1920s rail plan linking St Leonards to Eastwood.
What actually happened
The new line was plagued by delays and cost blowouts. In one instance, community backlash over a proposed bridge over the Lane Cove River forced the line to tunnel under the river instead. The deep tunnelling did not merely increase cost and lengthen duration of construction, but resulted in the abandonment of a station at the UTS Kuring-gai campus leading to its closure in 2015. Additionally, the steep gradients on the tunnel meant that Tangara and Millenium trains were initially not used on the line, despite these being the newest suburban trains on the network at the time. Rather the interurban OSCAR trains normally reserved for long distance train journeys would be used instead when the line eventually opened.
In 2003, the NSW Government announced that the Parramatta to Epping Rail Link (PERL) portion of the project had been deferred indefinitely. Low levels of projected patronage was given as the reason. This effectively cancelled that half of the project.
The Epping to Chatswood Line eventually opened in 2009 at a cost of $2.3bn. This compared to an initial projected opening date of 2006 and budget of $1.4bn for the entire Parramatta to Chatswood Line.
The next decade would see the PERL reannounced, cancelled, then reannounced again; most recently in 2017s Future Transport Plan 2056, placing the line on the government’s wish list. However, under the current transport strategy it may not open until the second half of the century.
Meanwhile, urban development of the Upper North Shore and its associated population increase has since led to a rise in demand for rail travel along the North Shore Line, eating up much of the spare capacity that was previously available. So much so that the government is about to begin construction on an extension of the Epping to Chatswood Line (as part of the new Sydney Metro) South through to the CBD in order to add additional capacity.
How it might have happened
The delays and cost blowouts made building the entire line a challenge for the then NSW Government. After all, this was not a time of huge stamp duty revenue streams and zero government debts. In order for the Parramatta to Epping Line to have been built, this was the main obstacle that needed to be overcome.
Perhaps a bit more planning and greater political strength in facing down the community backlash on issues like the Lane Cove River Bridge may have been enough to achieve this. Had this happened then the UTS Kuring-gai campus would almost certainly have survived. Or the Government may have instead chosen to borrow money to complete the project.
Either of these options would have proven politically unpopular, particularly for a government well into a third term. This at least in part explains their decision to abandon the line.
What this would have meant
Had the PERL opened in full last decade it could have significantly changed the direction of passenger flows in Sydney’s rail network. More passengers from the Parramatta area would travel East via Macquarie Park rather than Strathfield, reducing the pressure on the Western Line but increasing the pressure on the North Shore Line. Perhaps the densification of the Upper North Shore may not have happened, with the Parramatta to Epping corridor seeing this densification instead. Either way, the North Shore Line would now be dealing with trains from the Upper Northern Line and Parramatta in addition to those from the Upper North Shore Line.
Unlike the actual present, there would be less talk of the need for a new rail line linking the CBD to Parramatta (in the form of Sydney Metro West) as such a line would have already been built, albeit less directly, via Macquarie Park. However, like the present, there would still be a focus on building additional capacity into the CBD from the North, given the additional pressure on the North Shore Line and its single pair of tracks into the CBD.
So even though the Parramatta to Chatswood Rail Line was designed in part to avoid the need for it, additional rail capacity into the CBD looks to be the one constant that could not be avoided.
One response would have been to build the 2008 Northwest Metro (see map above) from Castle Hill, but with a Victoria Road approach into the CBD rather than connecting it up to the existing line via Macquarie Park. This would provide additional capacity and act as a relief on the North Shore Line without requiring a deep tunnel under the Harbour, as the line would cross the Parramatta River further West at Hunters Hill.
Alternatively, the Metropolitan Rail Expansion Plan (see map below) would have seen a new line built between Sydenham and Chatswood, connecting the Epping to Chatswood Line in the North through to the East Hills Line in the South. Surface tracks would be built in the existing alignments from Chatswood to St Leonards in the North and Erskineville to Sydenham in the South, with tunnels required between St Leonards and Erskineville. This would create a completely new line from the North West and South West of Sydney through the CBD.
In the North, UTS would not have closed down its Kuring-gai campus, given that it would now be served by a heavy rail line. However, train frequencies between Macquarie Park and the CBD would be limited without a new harbour rail crossing, leaving Macquarie Park more dependent on road based transport and constraining its potential growth.
Meanwhile, in the West, the Carlingford Line would now be part of the Parramatta to Epping Line. Therefore, the current plans for a light rail network around Parramatta by converting the Carlingford Line to light rail would not be possible. Perhaps Parramatta light rail would still occur, but as a direct line between Parramatta and Sydney Olympic Park to make up for the lack of a West Metro through those location.
Of course, all of this is hypothetical. The Parramatta to Epping Rail Line was never built as originally planned and we will never know what would have happened if it did. If you have your own take on what might have happened, feel free to leave a comment below explaining what you think would have happened or why you think things went the way they did.