Do we put up with a mess or have nothing ?
The headline was written in early 2000, and until Autumn equinox 2001 it was looking more and more likely that only new bus routes would eventuate. Now we have been told that the Epping-Chatswood section will commence soon, but the State Government cannot afford the whole line yet.

There have been press releases and speeches 'starting' this project several times, so we must hold our breath. If there is no quick start I may post a light-rail scheme. If there is a convoluted scheme of financing that costs the taxpayer megabucks in the future, I shall scream.

Now to early 2000

The State Government seems to be accepting a very complicated version of the Parramatta-Chatswood line.

This quote from a ministerial speech in 1998 gives some sort of explanation.--"Without a major expansion of rail infrastructure, by the middle of the next decade, there will be serious congestion on the Western Line particularly between Lidcombe and Sydney. This Government is not going to allow that to occur. "The best way to avoid this is to construct a bypass route through the north-western suburbs which will use the excess capacity of the North Shore Line over the Harbour Bridge. "The additional benefit is that for the first time, the people of north-western Sydney will have a massive improvement in the public transport options available to them."

Do we really do have excess capacity over the Harbour Bridge? It could be used to run more Central Coast trains via Chatswood.

Instead of a metro style operation which could run idependently of the rest of the system, the junctions with three major lines will ensure unreliable operation.

Hopes for a separate freight track seem to be dashed.

 NoteTHE PURCHASE OF NORTH & WESTERN BUSLINES BY STATE TRANSIT (NOVEMBER 1999) INDICATES THE NSW Govt MAY ABANDON THE RAIL LINK AND INCREASE USE OF THE M2 BUSWAY

The material below will be left as little more than an archive.

It was on display for all of 1999 in the hope the public would demand a different solution or the designers would get some ideas from it.
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The junction at Epping and proximity to surface have led the designers to add two kilometres to the route.

Epping will continue to be an important bus/rail transfer point. This means the middle of the three platforms (and three tracks) will be required for terminating suburban trains. Pushing a fourth track through on the surface would disrupt roads and business but this is hardly worth considering because of the attractions of an underground freight line at this location.
  1. There is a downgrade each side of the station.
  2. The freight line can be the westernmost track at the southern portal and emerge as the centre track at the northern end.
The published version of the new passenger line is likely to block the path of such a tunnel, so if it is to be built it needs to be in conjunction with a deeper passenger station.

Going deep involves a completely different philosopy for the extension of the line from Carlingford.

MY SCHEME

These diagrams are not to scale and do not take account of track curvature through the platforms, or the offsetting of the platforms. These two factors cancel each other and result in the underground platform sloping down to the right on your screen to align with Pembroke Street.
There are two separate underground rail tunnels through the station each with a single track and platform face.

Pedestrian tunnels join these two platforms directly beneath the extensions of the two existing surface platforms.

The distance apart of the the two underground platform faces will be determined by the number of lifts that must fit between them.


Passengers not changing trains at Epping will be able to use the existing overbridge (not shown).Passengers who frequent the westerly side of the business district or live beyond it will be able to avoid road crossings by using the inclined belts.

This shows how lifts from the deep occupy an extension of each existing surface platform. The open faces would be well railed in.

Blow-up of Surface Platforms

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Eric Tierney's OPENING SCREEN

A Royal Hotel Station