LANDCOM Plans 1200 Apartments in Campbelltown

Photo shared from “Help Save Appin and Its Surrounds”

AT January 2022 a mere 9% of the CUMBERLAND PLAIN WOODLAND still exists! Consisting of remnants scattered widely across the plain! Devoured by overdevelopment?

State of the Cumberland Plain Report 2017-2018only 12% remained…/GSLN-CCN-State-of…

With the loss of Koala habitat, bushlands, peri urban farmlands, scenic rolling hills …

MINE SUBSIDENCE is also an issue particularly in the Wollondilly including Appin, Tahmoor and Glen Alpine near Campbelltown!

Some development sites are also in FLOOD PRONE areas …

LANDCOM is pushing ahead lodging plans for 16 apartment blocks across 18.3 ha site at Goldsmith Avenue Campbelltown … located next to the new Macarthur METRO station

Consisting of 1, 2, 3 bedroom apartments and terraces … how much AFFORDABLE RENTAL HOUSING for Australian KEY WORKERS will be included?

WHICH raises the question how much of this development will be flogged off to overseas buyers perhaps from India, Singapore, Indonesia and Malaysia?

IT is alleged that a token of more than 13ha of open space, preserving Cumberland Plain Woodland, River Flat Eucalypt Forest and Bow Bowing Reserve

DID you envisage that with a succession of Liberal Coalition Governments that our families would be faced with the meagre prospect of rental FLATS 60 – 80 Kms from Sydney?

With migration for developers, and ‘black money’ laundered in our property market because in October 2018 the Morrison Government made the Gatekeepers exempt from anti-money laundering laws!

Increasing demand, and pushing up prices …

WHEN one searches for information on the Macarthur Region and Wollondilly Shire there is little if any description about Koalas, rolling hills, farmlands and bushlands … it is all about housing development!


Landcom files plans for 1200 apartments in South-West Sydney…/landcom-files-plans…

Photo: Shared from ‘Help Save Appin and its Surrounds’

What will the End Stage of the Sydney Metro mean?

WHAT will the end stage of the Sydney Metro mean?

It would seem that conveniently ‘Under the cover of Covid’ the planning is well underway for ‘A Nine (9) Million Sydney’

the $8Bn WSA line, the final stage of the $27Bn Sydney Metro network; additional 23 Km of railway approved

-almost 50 stations more than 100 Kms of track to carry 40,000 commuters per hour

-Tallawong to Chatswood line is already operational

-Sydney Metro West, a State Significant infrastructure project to service Westmead, Greater Parramatta, Sydney Olympic Park, The Bays Precinct and the Sydney CBD

.and North Strathfield, Burwood North, Five Dock

-expected to handle 10 million passengers a year;  and 82 million travellers by the 2060s

-to service Bradfield, planned 3rd city of Sydney; site north of Bringelly

.June 2021 received $1.15Bn commitment from NSW INC coffers

.massive 1780ha site to destroy bushland and paddocks for a hub of international travel, advanced manufacturing and skilled education

-to support around 14,000 jobs, including ‘a mere 250 apprentices’


‘Final Stage of $27bn Sydney Metro Approved’

State Significant Approval for Deicorp’s Tallawong Village

LANDCOM Appoints Developer for SYDNEY METRO: Tallawong Station Housing Project
CAAN Photo of the Tallawong Village site 2018/2019

*DEICORP is about to start work on its largest project to date … $332M Tallawong Village after gaining STATE SIGNIFICANT approval for a SEVENTEEN (17)-building development in Sydney’s north-west … next to the Sydney Metro Tallawong Station.

WILL Planning Minister Stokes, having said that, ‘increasing our housing supply …. to provide more opportunities for first home buyers to get into the market’, will he be speaking to the PM to enquire about putting a stop to the FIRB ruling allowing deve-lopers to sell 100% of ‘new homes’ to foreign buyers particularly in China? Or from Hong Kong … Singapore?

-of the 987 homes in Tallawong Village; a mere 50 would be affordable housing


Deicorp’s $332m Tallawong Village Wins Approval

For a little background on Deicorp … no doubt the Building Commissioner will be aware …

In 2020:

In 2019:

DEICORP has resubmitted its Tallawong Town Centre Plans for 333 apartments

Having previously lodged plans for 375 apartments …

The company has submitted its design for Tallawong Station with Landcom having approved up to 1100 dwellings.

The first stage comprises a town centre, 333 apartments and 3,507 M2 of public space, designated a ‘state significant development site’ in August 2019.

Deicorp appears to be flourishing with a number of projects in the north-west of Sydney.

Stage 2 will provide an additional 654 dwellings … 48 km north-west of Sydney’s CBD

In April Rob Stokes revealed that ‘state significant’ housing developments would be fast-tracked to benefit this sector beyond the Pandemic crisis

There is now a second tranche of ‘shovel ready’ projects.


Including the Ivanhoe Estate at Macquarie Park.

In November 2019 we asked the question:

WHY has Landcom appointed Deicorp for the Sydney Metro Tallawong Station Housing Project?

Read more:

To learn more about the latest Deicorp plans for Tallawong’s Town Centre, and its projects at Westmead and Rouse Hill Civic Way view this report from The Urban Developer:


The Disruption of Construction


AUSTRALIA’s infrastructure pipedream … can we ever get ahead?

The elected representatives in our Parliaments are ‘clever’ educated people
… the cost of the disruption is enormous … why would they be doing this?

It begs the question therefore … ‘What is in it for them?’

HOW can both Berejiklian and Scomo’s solutions to address
immigration be taken seriously as Australia continues to grow by some 400,000 people annually largely through immigration?

Related Article: Immigration Ponzi Fleeces NSW Taxpayers for another $3Bn

Cities, disruption and Australia’s never-ending jackhammer

Construction projects disrupt our cities for years on the promise of progress, but experts warn we need to evaluate whether these projects are really worth it.


Photos: ABC News: Brendan Esposito



The Disruption of Construction

The disruption of construction

In our booming cities, one construction project rolls into the next and those living through them are left asking: will we ever get ahead?

By Nick Sas with photography by Brendan EspositoUpdated 26 Feb 2020, 6:06amPublished 26 Feb 2020, 5:05am

It’s lunchtime. City workers — most with headphones firmly secured — zigzag around each other, searching for food or somewhere to sit.

The streets are buzzing, but the usual drone of traffic and city sound is drowned out. Something else has taken over: the relentless ra-ta-ta-ta-ta of an industrial scale drill.

Banging a hole under the watchful eye of hi-vis-clad construction workers, the drill is so loud it drowns out the beeps telling the city’s pedestrians it’s safe to cross the road.

Yet for 82-year-old Moses Srour, the noise is irrelevant.

Moses Srour has worked in the city for more than 65 years. ABC News: Brendan Esposito

“I’m half deaf,” he told the ABC. “I only hear what I want to hear.”

The shoe repairman’s hearing may be failing, but his vision is just fine.

And he’s seen it all.

Gaping holes where buildings once loomed above him.

Barriers where he used to walk.

And new buildings emerging where there were none before.

“Of course it’s changed,” Mr Srour told the ABC. “That’s what happens in the city.”

In Sydney’s CBD, where Mr Srour’s business is based, change has been the only constant.

He’s experienced it — and the disruption it brings — himself.

His shoe repair and key-cutting business, which has been operating for 64 years, was forced to relocate because of that incessant drill — the one helping build Sydney’s new train station as part of the $16.8 billion Metro line, Australia’s largest public transport infrastructure project.

A huge chunk of Sydney’s famous Martin Place, where Mr Srour’s shop used to be, has been dug out for the project, which last week was hit with an almost $3 billion cost blowout.

In posters plastered across the site, the NSW Government proudly asserts it will make “Tomorrow’s Sydney”.

Sydney’s Metro project is one of many multi billon-dollar projects promising to transform Australian cities. ABC News: Brendan Esposito

But what about the cities of today? Experts say when it comes to construction projects, Australia will always be “chasing a ball down a hill”.

Across the country, ourcapital cities are in the middle of an unprecedented infrastructure spend.

In Melbourne, the $11 billion Metro Tunnel project is flagged to wrap up by 2025, while the $6.7 billion West Gate Tunnel project — which was originally due for completion in 2022 — will come in 2023.

Perth’s Metronet train line project will transform the city, but has also suffered delays and controversies. Meantime, the Cross River Rail, an underground railway through central Brisbane, is set to cost $5.4 billion with a 2024 finish date.

In Sydney, the ongoing $17 billon WestConnex project — billed as the biggest road project in the world — is still four years away from completion.

“Our main cities, our metropolises, have been going through major surgery,” University of Melbourne urban policy professor Brendan Gleeson said.

“Particularly in the past decade, there’s been unprecedented growth, both in population and the built environment.

“But state governments across the nation recognise there’s been a severe infrastructure lag.”

Some planning experts believe Australia will constantly be playing catch-up on infrastructure. ABC News: Brendan Esposito

Today, independent advisory body Infrastructure Australia will launch its 2020 Infrastructure Priority List at Parliament House in Canberra.

The list is produced every year, and aims to address Australia’s “unprecedented infrastructure demand” by advising governments across the country which types of projects they should be focusing on.

Under this year’s theme of “resilience”, it identified 25 new projects, including four country-wide “high-priority projects” focusing on roads, water security, waste management and coastal protection.

These recommendations though are often ignored and experts have long criticised governments of pork-barrelling, lacking foresight and using infrastructure investment as a fall-back option to stimulate the economy.

Playing catch up

The population debate, and its impact on the country’s infrastructure needs, remains a political football.

In NSW, Premier Gladys Berejiklian recently called for a breather on immigration, while the Prime Minister Scott Morrison introduced legislation encouraging skilled migrants to live and work in country towns in a bid to ease congestion.

The walk of the worker. ABC News: Brendan Esposito

Commuters on a tram in central Melbourne. ABC News: Brendan Esposito

Our cities have become harder to navigate as population and construction grows. ABC News: Brendan Esposito

A couple share a kiss within the chaos. ABC News: Brendan Esposito

Australian National University demographer Liz Allen said investment in the physical infrastructure of Australia’s major cities had been “financially and strategically inadequate for the last two decades at least”.

She said Australia did not need to take a breath on population growth from immigration, but instead leaders needed to “get a grip”.

“We don’t have cities and people spring up overnight,” Dr Allen said.

“The trouble for Australia, and its major cities, has been that political short-termism has prevented investments in major infrastructure because they extend beyond a couple of years.”

Now, it seems, we’re attempting to catch up.

Construction in Martin Place, Sydney. ABC News: Brendan Esposito

Marcus Spiller, an economist and urban planning expert for SGS Economics and Planning, has worked as an independent consultant for governments and private companies for 30 years.

He said before any major project was approved, it required a “cost-benefit analysis” to assess the external costs borne by all parties, its value and projected benefit.

However, he said that companies and governments tended to downplay the disruption costs and promote long-term benefits — a concept known as “optimism bias” in the industry.

“Lots of planners and developers will tend to note the disruption that’s suffered but assume in the long run the city is going to be better off,” he said.

“Is it all worth it? Well, it depends on the prize.”

The orange of the high-vis vest became a constant in the city. ABC News: Brendan Esposito

One of the many barriers put up during the Sydney light rail construction. ABC News: Brendan Esposito

A skater on Sydney’s George Street. ABC News: Brendan Esposito

Was Sydney’s light rail worth it?

This cost-benefit equation was put under the microscope during the construction of Sydney’s $3 billion light rail project.

For more than four years, large chunks of Sydney’s CBD and parts of its eastern suburbs became a construction zone.

Footpaths became roads.

Roads became more like mazes.

Pavements turned a different colour.

Businesses along the route were reassured about “the prize” that would come.

Three years before construction started, a NSW Government document talked about “a quieter and less chaotic environment with more space to move around” once the project was finished and a “more attractive, accessible environment for visitors, businesses and workers”.

After substantial cost blowoutsa parliamentary inquiry and significant disruption for residents and businesses along the route — resulting in a $40 million class action suit — the line finally opened in December, nine months later than projected.

But some commentators questioned whether the disruption was all worth it, as technical difficulties dogged its opening.

The slow speed of the route and passenger numbers have also come under scrutiny.

The NSW Government has since talked up the project being a catalyst for urban renewal and a development boom along its corridor.

A Transport NSW spokeswoman said there had been “around 39,000 trips each day”, but December and January were typically the “quietest months” of the year for public transport usage.

The NSW Government claims the light rail project has sparked a construction boom along the route. ABC News: Brendan Esposito

Planning and infrastructure experts are in almost universal agreement on one thing: Australia needs continual major infrastructure investment to catch up to population growth.

But they’re calling for greater scrutiny of the long-term cost benefits of these major infrastructure projects, known as a “post-completion review”.

Reviews have long been a recommendation from independent body Infrastructure Australia, but governments — federal, state and local — are not mandated to complete them.

A post-completion review of the Sydney project has not yet been conducted.

Don’t walk there. ABC News: Brendan Esposito

Grattan Institute transport and cities program director Marion Terrill said because they were not mandated, the reviews were rarely delivered.

“It costs money to go back to assess how well it went,” she said.

“No-one involved in the project has an incentive to do it — why would they want to highlight the problems?

“But as a population we have a great interest in that. It’s how we learn from mistakes.”

Will we ever get ahead?

With Australia’s population predicted to hit 30 million as soon as 2029, major infrastructure projects will continue to define our cities and disrupt our lives.

For Professor Gleeson, the cost benefit of most “city-shaping projects” is a no-brainer.

But he said: “We’re never going to catch up in Australia, we’re just staying on the tail of need.

“We just need to be smarter with the projects we choose, and when we do them.”

It’s a view also shared by both Dr Spiller and Ms Terrill, who deem the concept of “getting ahead” on infrastructure in Australia a “pipe dream”.

Yet, despite all the disruption these projects caused, for some it’s all just part of progress.

Within the four walls of his new shop in an underground arcade near the entrance to Martin Place station, Mr Srour is largely oblivious to the noise above him.

“I don’t go up there much,” he said. “I like it better down here.

“For me, thank god, everyday here in this city is better than the next.”

Moses Srour said he was happy to see change in his city. ABC News: Brendan Esposito


Immigration ponzi fleeces NSW taxpayers for another $3b

Premier Gladys Berejiklian and Transport Minister Andrew Constance at a metro site in August.

Premier Gladys Berejiklian and Transport Minister Andrew Constance at a metro site in August.CREDIT:BEN RUSHTON

THIS Comment sums it up …

‘dumbest dumb fkning dumb country on the planet – its just so fkng dumb its honestly depressing to think about for too long … ‘


From the China Vision Times

Immigration ponzi fleeces NSW taxpayers for another $3b

By Leith van Onselen in Australian EconomyImmigration

February 24, 2020 | 15 comments

Incessant claims that Australia just needs to ‘plan better’, invest more and build more, ignore the increasingly costly and constrained options for further infrastructure in the face of such unprecedented numbers of people pouring into our major cities.

In already built-out cities like Sydney and Melbourne, the cost of retrofitting new infrastructure to accommodate greater population size and densities becomes prohibitively expensive as we buy back, bridge over or tunnel under existing assets, and as each new project disrupts more heavily-trafficked services causing greater productivity losses. These are what economists call ‘dis-economies of scale’.

*The Productivity Commission has been at the forefront highlighting the huge infrastructure costs associated with excessive population growth.

In its 2016 Migrant Intake into Australia report, the Commission noted:

Physical constraints in major cities make the costs of expanding infrastructure more expensive, so even if a user-pays model is adopted, a higher population is very likely to impose a higher cost of living for people already residing in these major cities

Funding will inevitably be borne by the Australian community either through user-pays fees or general taxation…

The Commission’s 2018 Shifting the Dial: 5 year productivity review similarly noted that infrastructure costs will balloon due to Australian cities’ rapidly growing populations:

Growing populations will place pressure on already strained transport systems… Yet available choices for new investments are constrained by the increasingly limited availability of unutilised land.

Costs of new transport structures have risen accordingly, with new developments (for example WestConnex) requiring land reclamation, costly compensation arrangements, or otherwise more expensive alternatives (such as tunnels).

Infrastructure Australia has also regularly warned on the rising cost of infrastructure provision caused by rapid population growth. For example, its 2018 Planning Liveable Cities report noted:

… construction of new infrastructure is often more expensive, due to the need to tunnel under existing structures or purchase land at higher costs. The small scale, incremental nature of growth in established areas can also lead to an over-reliance on existing infrastructure, which can result in congestion and overcrowding.

The latest example of these escalating costs comes from Sydney’s Metro train line through the city to the south-west, which was originally predicted to cost between $11.5 and $12.5 billion but may now blow out to $15.5 billion:


The Berejiklian government concedes the cost of its signature metro rail project under Sydney Harbour and the central city is set to blow out by up to $3 billion, laying blame primarily on an “overheated” market for contractors.

An extra $3 billion to complete the 30-kilometre metro rail line from Chatswood to Bankstown via Sydney’s CBD within the next four years will drive up the final cost to $15.5 billion

“I am sorry it happened this way but it is very much market forces at play in terms of the build. We are not denying there hasn’t been significant cost pressures on the project”…

“If you go back five years ago, I think it’s fair to say that not even Treasury could predict the escalation increases in the infrastructure market. And it’s not just in Sydney,” Mr Constance said, citing blowouts in transport projects in Melbourne.

“There has been an overheated infrastructure market for contractors and, of course, that means that … it has been very much an uplift for suppliers as opposed to procurers”.

This latest cost blowout follows the bungled Sydney Light Rail Project which, after lengthy delays, was delivered way over budget and received widespread condemnation from transport experts and the Auditor-General.

If the New South Wales Government cannot deliver these projects on Budget, what hope is there that the other $80 billion of projects will be delivered?

Prepare for billions of dollars of cost blowouts as Sydney tries in vain to keep pace with the population ponzi.

Hundreds to lose properties to make way for Western Sydney Metro

Leith Van Onselen

Leith van Onselen is Chief Economist at the MB Fund and MB Super. Leith has previously worked at the Australian Treasury, Victorian Treasury and Goldman Sachs.


Taxpayers shafted again with Sydney Metro $4B over budget

JUST how much housing will NSW INC approve? Currently the Metro is running every 4 minutes, and they can crank that up to 2 minutes!

Which will allow for a massive increase in housing density

REZONING a 2 Km radius circle around each station for high rise … say 20, 30 storeys, and lotsa medium-density beyond that so the Metro will run at full capacity … sardine-like …

FROM the ‘suggestion box’ a Metro up the Northern Beaches and Eastern suburbs down to Maroubra just what Harry wants … complete with massive rezonings

BECAUSE the northern beaches are a wasted recreational resource, and need loads more VIBRANCY!

WHY do you reckon Jean Toplace has lined himself up with Ralan?

Artist impressions of the new Skyview residential development by Toplace.

Photo: Toplace vision for Castle Hill; Daily Telegraph

Transport Minister Andrew Constance, left, and Premier Gladys Berejiklian inspect one of the station sites last year.

Transport Minister Andrew Constance, left, and Premier Gladys Berejiklian inspect one of the station sites last year. CREDIT:JAMES BRICKWOOD

Taxpayers shafted again with Sydney Metro $4b over budget

By Leith van Onselen in Australian budget

February 5, 2020 | 11 comments

I have noted repeatedly that one of the key reasons why Australia’s high population growth (immigration) is lowering the living standards of existing residents is because of the strain that it places on infrastructure, which inevitably leads to more congestion on roads, public transport, as well as more expensive housing.

Basic math (and common-sense) suggests that if you double the nation’s population, you need to at least double the stock of infrastructure to ensure that living standards are not eroded (other things equal).

In practice, however, the solution is not that simple. In already built-up cities like Sydney and Melbourne, which are also the major magnets for migrants, the cost of retrofitting new infrastructure to accommodate greater population densities is prohibitively expensive because of the need for land buy-backs, tunnelling, as well as disruptions to existing infrastructure.

The latest example of these escalating costs comes from Sydney’s Metro train line through the city to the south-west, which was originally predicted to cost between $11.5 and $12.5 billion but may now blow out to $16.8 billion:

INFOGRAPHIC: The Metro City and Southwest will add 18 extra stops to the network. (Supplied: NSW Government)

In Question Time today, the Opposition sought to clarify if the project had blown out from between $11.5-$12.5 billion to $16.8 billion — a price jump the Government did not deny.

“Do major projects have challenges? Of course they do,” Premier Gladys Berejiklian said.

“When it comes to a major infrastructure project, we always keep the community advised every step of the way”…

Treasurer Dominic Perrottet also would not be drawn on whether the project would be millions more than planned.

“Whether it’s the North West Metro [or] the South West Metro … these projects aren’t being built for the sake of it, [they] will make a huge difference to people’s lives, so they can get home to their families faster.

“We’ve seen that in north-west Sydney, we’ll soon see that in south-west Sydney”…

Any major blow-out in its cost of the Metro will have serious ramifications for the NSW Government’s ambitious $93 billion infrastructure program.

This latest cost blowout follows the bungled Sydney Light Rail Project which, after lengthy delays, was delivered way over budget and received widespread condemnation from transport experts and the Auditor-General.

If the New South Wales Government cannot deliver these projects on Budget, what hope is there that the other $80 billion of projects will be delivered?

Prepare for billions of dollars of cost blowouts as Sydney tries in vain to keep pace with the population ponzi.

Leith Van Onselen

Leith van Onselen is Chief Economist at the MB Fund and MB Super. Leith has previously worked at the Australian Treasury, Victorian Treasury and Goldman Sachs.

There was a power outage on the Sydney Metro this morning

Photo: the Metro City and Southwest lines scheduled to be completed by 2024 . AAP


Change of tack for metro station development on Sydney’s north shore

Labor’s transport spokesman, Chris Minns, said the suggestion that the procurement package had been separated after “noting community concern seems particularly far-fetched … “

-based on the major developments lumped on other Sydney communities after NSW Government unilaterally rezoned the planning over train lines

-that the government should release the number of parties interested in the integrated station development

ARE Australians being forced ‘to get out of the way for a laundromat for a global city awash with black money’ for ‘One Belt One Road’ … cough … cough … ?

For ever more high-rise residential apartment precincts for foreign buyers from China and Hong Kong? The Metro is to run from Chatswood, under Sydney Harbour to central Sydney and on to Bankstown.

CHATSWOOD, a city in the middle of nowhere being built by the Chinese Communist Party … from David Lee, a GeoPolitical Strategist ..

VIEW this explains what it is all about! Then Share!

Change of tack for metro station development on Sydney’s north shore

Matt O'Sullivan
By Matt O’Sullivan

View all comments

The NSW government has split plans to construct a new metro train station on Sydney’s north shore from the development of towers above it, in the wake of widespread opposition from locals.

The government ditched a tender for an “integrated station development” at Crows Nest last year and has since opted for a “construct-only package” for the new train station, leaving the scale of the buildings set to emerge above it still to be finalised.

The rationale for “integrated developments” is that offices, shops and apartments help to subsidise the cost of the train station below, which can run into the hundreds of millions of dollars.

An early concept plan of the development above a new metro station at Crows Nest.
An early concept plan of the development above a new metro station at Crows Nest. CREDIT:TRANSPORT FOR NSW

The change of tack at Crows Nest comes as a recent report by the NSW Audit Office shows that the state’s lead transport agency suffered a $258 million loss on integrated station development agreements for metro lines in Sydney in the year to June.

Transport for NSW declined to reveal how many bids it received last year for the integrated station development at Crows Nest before it scrapped the tender.

It said that separating the construction package at Crows Nest allowed the station to “progress while the NSW government considers community feedback about the development above the station”.

*But Labor’s transport spokesman, Chris Minns, said the suggestion that the procurement package had been separated after “noting community concern seems particularly far-fetched”.

*“Other suburbs across Sydney have not been so lucky with major developments lumped on their communities after the government unilaterally rezoned the planning over their train lines,” he said.



The underground cavern for the new metro station at North Sydney.

Deep dilemma for engineers designing giant metro cavern under North Sydney

While the transport agency declined to reveal the level of interest last year in an integrated development, it recently announced that it had shortlisted three companies – AW Edwards, CPB Contractors and Laing O’Rourke – for construction of the Crows Nest station.

The early concept plans for the development above the station had included two towers of up to 27 storeys, a 17-storey hotel and conference centre, and an eight-storey commercial building.

The vast majority of about 670 submissions from locals and councils were opposed to the plans.

North Sydney Council urged the government to “take on board” concerns about the size, height and overshadowing that had been previously raised about the development above the station.

The station will form part of a metro rail line budgeted at $12.5 billion which will run from Chatswood, under Sydney Harbour to central Sydney and on to Bankstown.

*Martin Locke, an adjunct professor at Sydney University’s Institute of Transport and Logistics Studies, said the number of companies interested in bidding to develop both the station at Crows Nest and the buildings above was likely to be “constrained” because a unique skill-set was required to do both.

However, he said separating construction of the station from the development above it would help widen the field of companies interested in bidding on either contract.

Mr Locke said integrated station developments were a way to help partly pay for the cost of a railway but were likely to be confined to central Sydney, North Sydney and Parramatta.

“They can only be pursued where the airspace property development rights are really valuable. This requires density and scarcity. Otherwise, developers are going to be disinterested,” he said.

Play video1:49Tunnel boring machines breakthrough i North Sydney

Young girl drowns in Guilderton

NSW Premier Gladys Berejiklian and state transport minister Andrew Constance speaking to media in the tunnels of the North West Metro project in North Sydney about the breakthrough at what will become Victoria Cross station.

Tunnel boring machines breakthrough in North Sydney

Matt O’Sullivan

Matt O’Sullivan is City Editor at The Sydney Morning Herald.




Five per cent price hike for Opal fares recommended by regulator

NSW Constituents are losing what was Our PUBLIC Heavy Rail Network for the privatised MTR Hong Kong Consortium Metro …

Why?  For ever more opportunities for overseas buyers to launder black money in high-rise residential …

With the Chatswood to Rouse Hill North West line it has been reported from an Engineer that the narrow tunnels present a hazard!

There have been a number of reports of delays and more!

WHAT happened to MP Sidoti’s referral to ICAC?  It was reported in the Daily Telegraph that the Berejiklian Government blocked a motion in Parliament to refer John Sidoti to a full ICAC investigation … a day after he stood down as a Minister!

Looks like there is something to see here?  Afterall Mr Sidoti has a 10 per cent interest in a $70M residential tower development in Rouse Hill near the newly completed Metro train line.

MEANWHILE commuters with the privatisation for the Metro are to lose services; have to change up to 2 or 3 times to get to the CBD; and are now facing an Opal Card price hike!

Five per cent price hike for Opal fares recommended by regulator

Tom Rabe
By Tom Rabe

December 10, 2019

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Single fares for Sydney’s public transport should be increased by 5 per cent annually over the next four years but more discounts should be offered to regular users, according to the state’s pricing regulator.

In a draft report to the NSW Government, the Independent Price and Regulatory Tribunal (IPART) said passengers were currently paying about a quarter of the overall cost of public transport, with taxpayers funding the rest – the equivalent of $4900 per household.

The independent pricing regulator has recommended the government increase Opal fares by 5 per cent on average.
The independent pricing regulator has recommended the government increase Opal fares by 5 per cent on average.CREDIT:EDWINA PICKLES

A 5 per cent annual rise for single Opal fares between 2020 and 2024 would amount to a 30-cent increase for every adult journey on average, according to the regulator.

While the IPART recommended an increase in fares, the draft report also suggests the government introduce a range of cost-saving measures for regular commuters and low-income passengers.Advertisement

Those include offering people discounted fares after travelling three-to-four days a week, rather than the current eight-trip threshold, as well as discounted off-peak fares for all modes of transport except ferries.

The regulator said those measures would encourage people to travel outside of peak times, reduce load on the network and avoid the need for additional services.

It also recommended offering people with a Commonwealth Health Care Card (roughly 2 per cent of passengers) discounted rates.

Ferry fares would be exempt from any three-to-four day discount under the IPART recommendations.
Ferry fares would be exempt from any three-to-four day discount under the IPART recommendations.CREDIT:MICHELE MOSSOP

“Enabling access to transport for those who are struggling to make ends meet is vital for their continued participation in the workforce,” the report said.

The recommendations would provide a balance between passenger contribution and taxation funding to make the public transport network sustainable over the long term, the IPART said.

A spokeswoman for Transport Minister Andrew Constance said the government would have the final say on Opal fares.

“The NSW Government is focussed on keeping downward pressure on the cost of living, this includes ensuring public transport is affordable for everyone,” the spokeswoman said.

“IPART play an important role in making recommendations to government as well as determining the maximum fare, however the government has the final say on Opal fares.”

The opposition called on the government to reject the recommendations.

“At a time of stagnant wage growth and low inflation, with rising unemployment, the Berejiklian government should not take this opportunity to gouge the hardworking families of NSW,” shadow treasurer Walt Secord said.

The regulator in 2016 recommended a 4.2 per cent hike of Opal fares over four years, however the government chose to increase the price by CPI, which was 1.9 per cent last year.

As well as ticket pricing, the IPART has also recommended the government consider offering a wider variety of public transport passes, including $20 weekend passes for unlimited access.

“Passengers would be able to choose different travel passes and products tailored to meet their travel patterns and budgets,” the draft report said.

The final IPART report is expected to be handed down in February 2020.

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Tom Rabe

Tom Rabe is Transport Reporter with The Sydney Morning Herald.

The independent pricing regulator has recommended the government increase Opal fares by 5 per cent on average.