SYDNEY METRO $1.37bn Chatswood to Bankstown Contract Awarded

Sydney Metro $1.37bn Chatswood to Bankstown Contract Awarded



The NSW Government has selected CPB Contractors and UGL to deliver the line-wide works package for the Sydney Metro City & Southwest project, Australia’s biggest public transport project.

The contract of $1.37 billion will be an unincorporated joint venture of the two CIMIC Group companies and includes major rail systems in the new twin 15km Sydney Metro tunnels from Chatswood to Sydenham.

Contractors will also expand the existing Sydney Metro Trains Facility at Rouse Hill to accommodate 37 new trains.

The new Sydney Metro Trains Facility South at Marrickville will also be part of the contract, as well as tunnel ventilation, mechanical and electrical system work for seven underground stations, and 11 new substations to power the Metro from Chatswood to Bankstown.

Related: Sydney Central Station’s $955m Urban Transformation

Sydney Metro

31km of underground railway track to be laid in the twin railway tunnels from Chatswood to Sydenham.
This is the seventh Sydney Metro City & Southwest contract to be awarded with the budget ranging between $11.5 billion to $12.5 billion.“The project combines the proven rail-sector expertise within our construction company CPB Contractors and our asset solutions provider UGL to deliver an end-to-end result, covering design, construction and commissioning of the project,” CIMIC Group chief executive Michael Wright said.

CPB Contractors is currently delivering contracts on Sydney Metro City & Southwest and Sydney Metro Northwest, WestConnex M4E and New M5.

UGL’s work includes tunnel fit-outs for the Sydney Metro Northwest and Epping to Chatswood projects.

Works are due to commence this year between Chatswood and Bankstown.

A total of 66km of railway across the Sydney Metro City & Southwest project is scheduled to be delivered by 2024.

SYDNEY METRO – Land and Substratum Survey Services – RFT no. 2018/038 … PROPERTY ACQUISITION: TENDERS Close 20 November 2018

THIS is about “compulsory acquisition and land amalgamation” to push ahead with making way for the Sydney Metro across the Cumberland/Prospect, Nepean, Northern Sydney, the Inner West, South East Sydney and South West Sydney.

It appears to be sinister.  Already this awful government has cut the heavy rail network between Chatswood and Epping to sell it out for the privatised MTR Metro; the tunnels decreased in size; a third seating on the Metro with a number of changes en route for passengers;  MTR has gained as a developer because this has opened up their market to construct high-rise precincts en route!

Next the Sydenham to Bankstown Line is to also be changed to a Metro service.

We have more information here on our Website in categories of: Sydney Metro; Compulsory Acquisition and Land amalgamation and more!



RFT ID RFT no. 2018/038
RFT Type Open Tenders
Published 17-Oct-2018
Closes 20-Nov-2018 12:00pm
Category (based on UNSPSC)
80101600 – Project management
Agency Transport NSW – Corporate

Tender Details


The Service Provider will be responsible for the collection of all survey data from public and private authorities and will be responsible for the standardisation of all received and generated data. The Service Provider will ensure all software data types and survey reference datum’s of the procured data is consistent with relevant standards to facilitate the efficient utilisation of the data.

The Service Provider is also responsible as directed to undertake land boundary surveys and to prepare relevant survey documentation to enable the Principal to undertake all necessary legal transactions with respect to property acquisition and definition.


NSW Regions: Cumberland/Prospect, Nepean, Northern Sydney, Inner West, South East Sydney, South West Sydney

RFT Type

Open Tenders – An invitation to tender by public advertisement with no restriction placed on who may tender. Tenderers will normally be required to demonstrate in their tender that they have the necessary skills, resources, experience, financial capacity, and in some cases licences, accreditations, etc., to fulfil the tender requirements.

Address for Lodgement

No hard copy submissions.

Multi Agency Access


Participation Instructions

Contact Person
Paulet Coetzee
Phone: 0405 408 409
Mobile: 0405 408 409

JOHN MENADUE. Sydney Metro: A Forty Billion Dollar Deception?



JOHN MENADUE. Sydney Metro: A Forty Billion Dollar Deception?


Like all our big cities, Sydney needs better public transport. The Government’s responsibility is to secure this with the best system, for the best price.

But as a minimum, new investments cannot be allowed to threaten the productivity and growth potential of our existing public transport system and its commuters.

Sydney Metro Rail is starting to show clear signs of failing us on all these counts.

The Royal Commission into Banking shows us how ‘official’ stories can change dramatically once confronted with a process where evidence can be compelled and witnesses protected.

On its first day in government after the next NSW election the new government should establish an enquiry into the developing rail mess.  

We are in great need of this process to publicly review Sydney’s mega transport projects – especially Metro Rail, a project which has cost perhaps more than $40 billion already, with no guarantees it won’t mutate into new phases costing further tens of billions.

The NSW government’s Metro asked us to believe it would do more, do it better, do it faster and safer than Sydney’s existing CityRail train system. Breezy statements like “just turn up and go, a train every two minutes” were thrown about.

On this basis, Metro tunnels were bored with diameters too small for current CityRail trains to use. Parliamentary debates pointing out the stupidity of this decision are on the Hansard record. Yet it went ahead anyway.

Metro’s network then expanded still further, at a cost of further unspecified billions, without any credible published scrutiny[i]. This second phase is now tunnelling under Sydney Harbour, possibly taking up the last viable under-harbour tunnel path for CityRail.

In so doing, it may have ‘forever stymie(d) major development of Sydney’s CityRail system’ – as warned explicitly by the eminent and independent Christie report on Sydney transport of 2010[ii].

Is this the price of success?

*Some of Metro’s shine is starting to wear off: promised service levels now appear less wonderful than first thought; costs have risen; delays and line closures will be more consequential than first anticipated; some all-important ribbon-cuttings won’t occur until after the next election. Metro users will still have to transfer to access the wider CityRail network.

Perhaps this is why the State Government has now changed tack to pushing out good news about the very CityRail system it is walling off with Metro.

Latest reporting talks up an $880 million CityRail train control system which can deliver ‘a train every two minutes or less’. The new system, the government enthuses, brings ‘Paris and London technology to CityRail’[iii].

This shift to talking up CityRail may just have given Metro’s game away.

Sydney’s CityRail has had a modern, automated train control system under trial for over a decade now[iv] – this development flowed from the special inquiry into the 2003 Waterfall train crash which killed 7 people. In 2014, the State authorised CityRail to pursue development of an even more advanced system[v] – the same sort of system Metro is to employ to achieve its much-vaunted ‘turn up and go’ service levels.

CityRail appears to have had a solution on trial all along to achieve Metro’s objectives for a lot less money and in a manner that would expand Sydney’s rail network – not hobble it. Published research suggests just as many if not more commuters might be moved by CityRail on this basis[vi].

Despite this, the State government appears to have agreed to Metro without any assessment of a competing CityRail business case, or even a quick scan of options.

It’s time for facts.

Perhaps  the NSW government just made a decision to ignore CityRail’s cheaper and possibly better solution for grubby ideological reasons: setting up a walled-off, standalone rail system to lock out organised labour and sell off to the banks later.

Perhaps CityRail’s potential was just never made plain to elected officials because of factional fights in the transport bureaucracy.

Perhaps our independent infrastructure advisories should have spoken up.

Perhaps there is some unreported technological flaw preventing CityRail from matching or bettering Metro claims.

As with the banks, only a properly-constituted inquiry will compel the truth.

The need for this inquiry goes beyond politics or academic curiosity: if we leave Metro unexamined, Sydney’s liveability and economic performance is at risk.

If heavy rail’s future functionality is imperilled by Metro, we must know that before we spend more billions pouring concrete and digging more little Metro tunnels. If not, we risk condemning our entire public transport network to deeper dysfunction which may prove vastly more expensive or even impossible to retrofit later.

A new government should authorise an inquiry into Metro and other secret mega-projects on its first day in power.

The same goes for the Commonwealth, which has already thrown billions of taxpayer money at this project, with no questions asked.

All major infrastructure projects should be examined against credible alternative solutions for delivering on agreed objectives well before the infrastructure club is allowed anywhere near the public chequebook.

Here are the written words of Gladys Berejiklian, the responsible Minister in her report in 2012 regarding the merits of Metro compared to upgrading and expanding CityRail:

(Metro) does not deliver significant benefits to the wider rail network’.

‘(Metro) would create a separate system that would divert funding away from service improvements on the existing rail network and only provide benefits to customers who use the new line’.

‘In the Sydney context an independent metro system would deliver few benefits in terms of service enhancement, capacity improvements or better operating efficiency on the existing rail network’.

‘A dedicated metro-style system would not maximise the use of the existing rail assets.’

Extract from page 24 of Sydney Rail Futures 2012 – foreword by then-Minister for Transport, the Hon Gladys Berejiklian P[vii] 

Members of the infrastructure club should keep their diaries free for this inquiry.

Infrastructure, both rail and road, is becoming an albatross around the neck of the NSW Premier and former Minister for Transport.


[ii] [ii]




[vi] Four whole years ago, ABC fact checker established that given the same service frequency and train control, the existing CityRail trains would move thousands more people an hour on the proposed Metro line than the new Metro trains.

Yet it appears no comparative business case was even assessed, much less published:





JOHN AUSTEN – Inquiry into Sydney Metro (Part 1)




JOHN AUSTEN – Inquiry into Sydney Metro (Part 1)


We are told Sydney Metro will overcome capacity constraints on Sydney’s rail network. 

This is false. 

Only a public inquiry can reveal the truth and advise on what to do.

This is the first of two articles following-up John Menadue’s call for a Sydney Metro inquiry.

It cites further evidence that Metro is:

  1. Inferior to Sydney trains;
  2. In the wrong place;
  3. Disastrous for Western Sydney.

A later article will deal with why an inquiry into these matters is needed, and what the inquiry should cover.

Metro is inferior to Sydney trains

While Sydney Metro is presented as ‘rapid transit’ it is not.  Most of its characteristics –

66km length, long distance between stations etc. – are not rapid transit.

Sydney Metro’s only rapid transit characteristic is few seats on trains.  This makes it very inferior to Sydney Trains for commuters.

The reasons given to the public for Metro boil down to a claim it can carry more people per line – sitting and standing – than Sydney trains.

It supposedly can run 30 trains per hour conveying 40,000 people compared with 20 Sydney Trains carrying 24,000 people.  This is said to reflect it’s 3 door single-deck carriages not needing as much station stopping time – dwell-time – as double-deck trains.

However, those claims are false.

Metro has a lower capacity per train which is not offset by its (theoretically) shorter dwell time.

Advice to NSW agencies was Sydney Trains lines today can carry more than 24,000 people per hour. If enhanced as announced by the State Government’s ‘Paris and London’ train control technology, Sydney Trains could run at least 24 trains per hour carrying at least people.  Some media reports implied it could run 30 trains – which might be able to carry over 52,000 people.

Metro is in the wrong place

Rapid transit systems e.g. in London and Paris are usually in central city areas.  Short journeys are typical and short distances between stations are what attracts the passengers as they don’t have far to walk to those stations.

Sydney Metro is largely in the suburbs. The routes are therefore longer, and trains on those routes require plenty of seats – more than Metro offers.

Moreover, at least some Metro routes are very problematic.

The North West route requires ‘conversion’ of a vital Sydney Trains line – Epping-Chatswood.  This substantially reduces existing network capacity and hamstrings new services to Western Sydney, including to Badgerys Creek airport.

Advice to NSW was scathing about the idea of a North-West Metro.

The South West route requires ‘conversion’ of another vital Sydney Trains line – to Bankstown.  The route was chosen over better candidates such as to Kingsford Smith Airport and Infrastructure NSW’s recommendation – towards Parramatta.

The route across the harbour and CBD may be an even bigger problem.   In 2010 Sydney’s most respected railwayman, Ron Christie AM, expressed deep concerns about whether the route undermines the entire rail network.

Disaster for Western Sydney

The real effects of Metro are neither tunnelling triumphs nor the rail and road chaos coming in the 7-month closure of the Epping-Chatswood line followed by ‘all-out all-change’ at Chatswood for several years.

The effects will hit Western Sydney.  The Western Sydney rail ‘plan’, developed by State and Commonwealth officials, argued for at least three different rail networks – for passengers to change between possibly 4 trains to get to Badgerys Creek airport – was a first indication.  The ‘City Deal’ which opted for the wrong rail connection to the airport was the next sign.

The NSW Transport Minister’s rejection of a $3bn gift for Western Sydney rail was another.  His reason – new passengers would ‘overwhelm’ inner parts of the network – confirms Metro is reducing the effectiveness of the existing network (conversion of the Epping-Chatswood line cuts effective capacity on Sydney Trains’ lines near the CBD) and disadvantaging Western Sydney.

Compared with this the high-profile problems of light rail – cost blow-outs, construction delays, litigation against the State by affected businesses and contractors, CBD traffic problems and loan guarantees to keep the project going – are minor!

Can the situation be recovered – say by Metro and other trains sharing infrastructure – as suggested by Infrastructure NSW?  It is not obvious how.

As John Menadue said, Sydney Metro tunnels are too small for the commuter fleet.  This echoes Paris’ 19th century small tunnel experience, the problems of which started to be addressed 60 years ago by bigger tunnels taking both metro and commuter trains – at tremendous cost.


Public evidence is Metro isn’t motivated by transport needs or demands. If lack of capacity on the existing network is a problem, why further reduce that capacity? Why the small tunnels?

An oft repeated view is that Sydney ‘needs’ rapid transit – but that is a ‘solution’ looking for a ‘problem’.  The evidence is that successive NSW Governments searched for a place to start Metro – to ‘play trains’ – in preference to assessing transport needs and ignoring Metro effects.

Sydney’s north-west was a political move – a rail link to that area was an ironclad election promise.  However, it is one of the worst places for Metro’s quasi-rapid transit; a mistake compounded by small tunnel sizes and inappropriate routes for extension.

The Sydney Metro ‘solution’ is exacerbating and creating new transport problems.  It will divide Sydney and lead to booming car use especially in the Western suburbs.It must be urgently addressed.

The next article will show why a public inquiry is needed to untangle this mess.

John Austen is a happily retired former  senior official of Infrastructure Australia  living in Western Sydney.   Details are at



The airport area

So not just one land theft authority (Metro) but two.

The new one appears not to have a name yet.

There appears to be no end to the “capture” …

Wouldn’t it be more apt to name the alleged three cities (of urban sprawl) Sydney CBD, Parramatta and Badgery’s Creek

Western Sydney Aerotropolis Land Use and Infrastructure Implementation Plan Stage 1: Initial Precincts

Copyright Notice from the document

You are required to acknowledge that the material is provided by the Department or the owner of the copyright as indicated in this Planning Report and to include this copyright notice and disclaimer in any copy. You are also required to acknowledge the author (the Department of

Planning and Environment) of the material as indicated in this Planning Report.

Page 25

3.3.2 A new Authority for the Western City

A new Authority will be established to coordinate development within all nine precincts of the Aerotropolis. It will ensure the development of the Aerotropolis is consistent with the vision of this Plan and will work with the

Sydney Metro Authority and the Planning Partnership to ensure the new precincts can be feasibly developed.

The new Authority will be jointly governed by the NSW and Australian governments, and will be created under NSW legislation with powers and responsibilities to:

  • acquire and consolidate land
  • plan for infrastructure provision and coordination,

including public domain and open space

  • develop government-owned land, including potential

joint ventures with private landowners

  • assist with industry/business attraction initiatives
  • liaise with WSA Co.

Page 26

3.3.3 Sydney Metro Authority

Sydney Metro is a key part of delivering the NSW Government’s Future Transport Strategy 2056 priorities.

Sydney Metro Authority will work across government to deliver a world-class metro rail system focused on customers and creating great local places.

The principal objectives of the Sydney Metro Authority are to:

  • deliver safe and reliable metro passenger services in

an efficient, effective and financially responsible manner

  • facilitate and carry out the orderly and efficient

development of land in the locality of (existing or

proposed) metro stations, depots and stabling yards.

Sydney Metro Authority will focus on the delivery of the

North–South Rail Link (Stage 1) connecting to the Airport

and the development of the land adjoining new stations,

depots and stabling yards. Sydney Metro Authority will

work closely with the new Authority on the development

and delivery of the infrastructure to assist the new Authority

in delivering the Aerotropolis.






Land around Western Sydney Airport to be rezoned by 2019

“Powers to consolidate land” – the new weasel words from the NSW Liberal Party – compulsory acquisition to benefit developers via the Metro Bill.

NOTE … The development of the land is to be led by a statutory authority, which is yet to be created, as well as the Sydney Metro Authority, recently created to drive development near rail infrastructure. The proposed authority is to be given powers to consolidate land, develop government-owned land and plan for infrastructure and open space.


Areas for employment and residential development to the immediate north and south of the Western Sydney Airport at Badgerys Creek will start to be rezoned as early as next year.

The Department of Planning and Environment on Tuesday released an initial land-use plan for the so-called Western Sydney Aerotropolis, a region earmarked to take advantage of economic activity stimulated by the airport.

An artist’s impression of residential neighbourhoods for the Western Sydney Aerotropolis.
An artist’s impression of residential neighbourhoods for the Western Sydney Aerotropolis.

Photo: NSW government

The plan breaks the land around the 1780-hectare Western Sydney Airport site into nine precincts. It selects two of those precincts – “Aerotropolis Core” and “Northern Gateway” for immediate planning, with rezoning to be completed by the end of 2019. The development of other areas around the airport is to be staged.

Work on a third precinct, “South Creek”, which cuts through the area and is intended to be a green spine “providing open space, amenity, biodiversity and wellbeing values” is also intended to start soon.


The Aerotropolis Core section includes a large plot owned by the federal government. The Aerotropolis Core and Northern Gateway sections are to be targeted for employment land, but will also be able to include some residential development.

The two areas are on the proposed route of a mooted north-south rail link to be built through the area.

David Borger, the Western Sydney director of the Sydney Business Chamber, welcomed the plan for providing certainty to the area.

“Within 13 months we are going to have land rezoned that can actually accommodate employment uses,” Mr Borger said.

The development of the land is to be led by a statutory authority, which is yet to be created, as well as the Sydney Metro Authority, recently created to drive development near rail infrastructure.

  • The proposed authority is to be given powers to consolidate land, develop government-owned land and plan for infrastructure and open space.

“It’s great to see the authority is going to be given broad powers, but we need to get a wriggle on to make sure the development authority is operating soon,” Mr Borgert said.

An artist’s impression of the town centre of the Aerotropolis.
An artist’s impression of the town centre of the Aerotropolis.

Photo: NSW government

The airport itself is being built be Western Sydney Airport Co, a federal government-owned corporation. By the middle of next year, WSA Co expects to award a contract to clear and level the airport site. The airport is scheduled to be operational by 2026.

In a release, the Department of Planning and Environment’s Executive Director for Western Sydney and Aerotropolis Activation, Brett Whitworth, said: “The new airport and the surrounding Aerotropolis will be a game-changer for NSW with the potential to provide up to 60,000 homes and contribute to 200,000 new jobs in Western Sydney.”

Jacob Saulwick is City Editor at The Sydney Morning Herald.




Waterloo metro station plans to outpace housing redevelopment

The – let’s call them for what they are – did not fool around … with the ink barely dry on the legislation!


Image may contain: skyscraper, sky and outdoor

Public housing apartment blocks at Waterloo in Sydney’s inner south.Pt Pearcehoto: Rober


Waterloo metro station plans to outpace housing redevelopment

The construction of large buildings around a new metro railway station at Waterloo in Sydney’s inner south will be fast tracked after planning for them was separated from the massive redevelopment of a nearby public housing estate.

The split means that the so-called metro quarter at Waterloo, above an underground railway station in the city’s $20 billion-plus metro project, will be completed as early as 2022, two years before the first trains are due to begin running on the second stage of the new rail line.


But the decision has sparked an outcry from community groups who argue that the acceleration of planning for the metro quarter will not give public housing tenants in the adjoining Waterloo estate enough time to be consulted on the major changes to their suburb.

Community group REDWatch said there was a rush to push the plans for the metro station development “through at any cost, with absolutely no regard for the vulnerable community” living nearby in the Waterloo estate.

“It is the trust in the planning system that gets broken every time they do something like this,” REDWatch spokesman Geoffrey Turnbull said.

“The decision has been made to decouple [planning for the metro quarter] because they want to push forward with the metro. They are trying to get as much money as they can [from over-station development] so they can offset the cost of the metro [to government].”


Image may contain: sky, skyscraper, cloud and outdoor

An artist’s impression of high-rise towers near the new metro railway station at Waterloo.Photo: Supplied

The metro quarter at Waterloo involves an over-station development that will comprise shops, new homes, community services and a plaza in an area bound by Botany Road, Cope, Raglan and Wellington streets. Properties have already been compulsorily acquired and buildings demolished for the precinct.

Plans for the much larger Waterloo estate redevelopment next door will result in 30-storey towers Matavai and Turanga, the four 16-storey blocks known as the Solander, Marton, Banks and Cook buildings, and a number of walk-up flats being demolished.

That redevelopment of about 13 hectares of land owned by the government and mainly used for social housing will occur over 15 to 20 years.

UrbanGrowth, the government-owned development agency, and Transport for NSW said in a joint statement that community consultation on the metro quarter would be undertaken first, followed by consultation on the Waterloo social housing estate.

They said the community would be shown concept plans for an integrated station development at Waterloo and how it “benefits and connects” to the neighbouring Waterloo estate, as part of the next phase of consultation over the next two months.

The Department of Family and Community Services said more than 1570 people took part in  consultation late last year, and a report detailing the feedback was published last week.

A spokesman said the community would be “given an appropriate amount ot time” before the next phase of consultation in early July, which would help form a master plan for the Waterloo redevelopment precinct that “reflects the communities’ needs and hopes”.

Waterloo is one of four sites, including Martin Place and Pitt Street in Sydney’s CBD, and North Sydney and Crows Nest, where large mixed-use developments will occur above metro stations on the new rail line that extends from Chatswood to Bankstown.

The government has proposed allowing for a tower of up to 42 storeys above the Victoria Cross station in North Sydney, which will make it one of the tallest on the north shore.

Matt O’Sullivan is the Transport Reporter for The Sydney Morning Herald.


SYDNEY METRO BILL VOTES … in the Lower House …


No automatic alt text available.


In the lower House, Wednesday 2nd May – and off to the upper House for its’ first reading the very same day.

Liberals/Nationals voted for this – including the part that would allow the Acquisition of private property for re-development.

Labor and Greens voted NO.


For extracts from Jodie McKay’s speech in response!






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MEANWHILE Robbo is making much of the 12 month pause for Ryde and Canterbury …


Wednesday, 16 May 2018

PROOF Page 8


Second Reading Debate

Debate resumed from 15 May 2018.


“This is neither a holistic approach to transport planning, nor is this value capture.

This is simply a ticket to massive overdevelopment where there are no measures or protections in place for established communities around these proposed metro stations.

Their absolute disregard for communities and democratic planning is galling.

This Government is ripping up the perfectly functional Sydenham to Bankstown rail line, which is publicly owned and operated, to build a metro and hand it over to private operators.

The line will be closed for months for no good reason and tens of thousands of commuters will be subjected to seven years of pain and inconvenience.

Massive areas of land along the Sydenham to Bankstown corridor have been rezoned and are being snatched away from local communities. This is a bonanza for developers.

This is nothing but a toxic mix of overdevelopment and privatisation.

Why cannibalise our existing lines? Why not expand public transport to areas that have no rail lines?

Rest assured, there are plenty of those to pick from. Unfortunately, the bill before the House leaves no doubt as to the real motives of this Government”

“This bill makes much more sense when we look at this Government’s track record and find that there is nothing the Government has touched in the State that it has not wanted to privatise and sell off.

In the Government’s few years in office, many of the State’s assets have been privatised.

There has been a tragic wholesale privatisation of public transport in Newcastle and the privatisation of inner west buses in Sydney against the clearly and loudly expressed views of the community.

In his second reading speech the Minister spoke of the Government’s Future Transport Strategy. For anyone still in doubt about the Government’s hunger for privatisation, the Future Transport Strategy clearly states that:

NSW will create a service ecosystem where government enables service innovation and is no longer the default service provider.

This is a frightening future where all of our public services have been sold off and the taxpaying public is at the mercy of commercial service providers and market conditions.

The Future Transport Strategy further states:

…the role for government will be to get out of the way and allow the market to deliver services. It is as clear as day that this Government wants to prop up assets using forced land acquisitions and taxpayer funds, only to fatten them up and flog them off to the highest bidder.”