Contained in this website are plans for 21 new or extensions of existing Railway lines for Metropolitan Sydney. Construction should occur over the next thirty years with three lines under construction at the same time.
Governments for various reasons have not proceeded with Railway expansion that dates back to the 1920’s. Where will we be in thirty years’ time if we continue to do nothing?
Construction of new Railway lines is expensive, but is Road construction that much cheaper? Continued delay only leads to an escalation in construction costs. For all the Toll Roads that Sydney has, have we solved peak hour traffic congestion?
This provides residents with a new transport option. It also enables people to access employment more easily than is presently available.
The Bradfield Line will lead to a boom in economic activity for the immediate region. Land values will increase and housing capacity will improve.
The Bradfield Line can be constructed in its own right.
The Bradfield Line should be built along with two other lines at the same time over the next thirty years.
As three new lines come into operation, more Railway lines should be underway so that all 21 lines will be built in thirty years’ time.
These plans are not designed for Branch Railways. These plans are designed to be built as through lines. By implementing cross over tracks, you can operate terminating services and also run through services. With a Branch Railway, you cannot do both. Metro Rail is intended to operate as a Branch line. Sydney does not need more Branch Railways. That is why many Country Railways closed. Branch Railways are unsustainable.
In Melbourne, their Metropolitan Railways are entirely Branch lines with the exception of the new city circle loop.
Where the Bankstown line Extension is planned to terminate at Badgerys Creek, the opportunity exists to connect with a ‘Y’ Link to the Campbelltown line.
There is currently four Branch Railways in Sydney. These being the Carlingford, Cronulla, Eastern Suburbs and Richmond Lines.
Constructing through lines that join other lines will lead to more effective, reliable and frequent services.
From 1889 to 1891, John Bradfield worked for the Queensland Railways Department as a draftsman. In 1891 he joined the New South Wales Public Works Department. In 1912 he was appointed Chief Engineer for metropolitan railway construction.
In 1915 Bradfield submitted a report outlining a grand scheme for Sydney’s railways involving the electrification of the suburban railways, a city underground railway and the Sydney Harbour Bridge. It was not until 1922 that the Bridge Bill passed through Parliament.
Building of the bridge coincided with the construction of a system of underground railways in Sydney’s Central Business District, known today as the City Circle Line, and the bridge was designed with this in mind.
The bridge was designed to carry four lanes of road traffic, flanked on each side by two railway tracks and a footpath. Both sets of rail tracks were linked into the underground Wynyard Railway Station on the southern side of the bridge by symmetrical ramps and tunnels.
Eastern-side railway tracks were intended for use by a planned rail link to the Northern Beaches. Due to a lack of funds they were used to carry trams from the North Shore into a terminal within Wynyard station, and when tram services were discontinued in 1958, they were converted into extra traffic lanes. The Bradfield Highway, which is the main roadway section of the bridge and its approaches, is named in honour of Bradfield’s contribution to the bridge.
In 1923 the first sod was turned on the city railway. Bradfield had a grand vision for Sydney’s railway system that has only been partly fulfilled. Bradfield’s concept called for the construction of a network of underground city railway lines in association with the construction of the Sydney Harbour Bridge and a new rail terminal, Central.
A larger network of lines was proposed for the western, eastern and southern suburbs. The intervention of the Great Depression, and World War II, ensured that these lines were not built. Parts of the city underground were constructed and exist as the present-day City Circle, with small sections built for the additional proposed city lines such as additional platforms at Wynyard and St. James railway stations which have never been used for heavy rail transport.
Underground city loop was constructed originally as a stub line to St. James, and the line through Town Hall and Wynyard to the Harbour Bridge. It was not until 1956 that the loop was completed by the construction of Circular Quay station. A line to the eastern suburbs was eventually built, but along a different alignment to that envisaged by Bradfield, who proposed a line along Oxford Street.
Bradfield retired from the New South Wales Department of Public Works at the end of July 1933 after 42 years of service with the intention of continuing to work as a consulting engineer. Bradfield was the designer and consulting engineer for the Story Bridge, Brisbane. He also designed the Cataract and Burrinjuck Dams.
In October 1938 Bradfield published a proposal for diverting some coastal rivers of Queensland onto the western side of the Great Dividing Range. However, it was never implemented. Bradfield designed the Circular Quay Railway Station which was opened in 1956 many years after his death.
John Bradfield was born on 26 December 1867 and died on 23 September 1943.
Bradfield Line Operations
Bradfield Heavy Rail Line would be used by Western Line Trains except Richmond and Northern Line Trains.
For those Commuters who board at Blacktown and wish to alight at North Sydney can simply catch a Richmond Line Train.
Bradfield Line will result in more seats on Western Line services.
This will result in the complete duplication of the Richmond Line.
Bradfield Line Railway Stations
Central Utilise unused Platforms 26 & 27
Darling Harbour U/G near IMAX Theatre
King Street U/G near Shelley Street
Bridge Street U/G Bridge/ Loftus Street Int.
Parliament U/G Macquarie Street near Parliament House
St. James Utilise unused Platforms 2 & 3
Hyde Park Corner U/G Wentworth Ave/ College Street Int.
Central Utilise unused Platforms 26 & 27
Eastern Suburbs Line
Hyde Park Corner
South Eastern Line
A Pedestrian Tunnel would connect Hyde Park Corner Railway Station with Museum Railway Station. When the City-Surf and Mardi Gras events are on, Museum Railway Station is full to overflowing and as such a Pedestrian Tunnel will ensure maximum and a safe flow of passengers at these very busy times.
Railway Station Entrances
Railway Station entrances are to be functionary and not grandiose so as to maintain a uniform appearance and ensure that Taxpayer Dollars are used judiciously thus allowing for additional Railway Lines to be built with only stairways and lifts visible at the street level.
Funding for the Bradfield Line involves the following sources:
- Railways Lottery
- Restaurant/Lounge Carriages
- Railway Bonds
Existing unused Railway Infrastructure such as Tunnels and Platforms will be brought into use to reduce costs of construction. Underground Railway Stations will be built underneath land ridges as there is less depth to dig thus reducing the overall cost of the Railway Line that allows for additional Railway Lines to be built.
Bradfield Line involves the use of Heavy Rail Technology to allow for maximum connectivity with the existing Heavy Rail Network.
After all these are YOUR RAILWAY: OUR FUTURE