Sydney Metro: Northwest and City & Southwest
Length: 65 km (15 km tunnel)
Volume: 2.5 millions tonnes. of rock excavated; 98184 concrete segments incorporated
Diameter: OD: 6.7m; ID: 6.13m; clear opening: 6m
Geology of the soil (tunnel): Hawkesbury Sandstone (56% of tunnel), Ashfield Shale (26% of tunnel), Mixed (18% of tunnel)
Tunnel Lining: Durable concrete lining, steel fibre reinforced, polypropylene fibres, fire curves, undrained - EPDM gaskets
Construction method: Tunnel boring and mining
TBM used: 4 x Double Shield TBMs
Tunnel configuration: Twin bore tunnel
Volume: 2.5 millions tonnes. of rock excavated; 98184 concrete segments incorporated
Diameter: OD: 6.7m; ID: 6.13m; clear opening: 6m
Geology of the soil (tunnel): Hawkesbury Sandstone (56% of tunnel), Ashfield Shale (26% of tunnel), Mixed (18% of tunnel)
Tunnel Lining: Durable concrete lining, steel fibre reinforced, polypropylene fibres, fire curves, undrained - EPDM gaskets
Construction method: Tunnel boring and mining
TBM used: 4 x Double Shield TBMs
Tunnel configuration: Twin bore tunnel
Sydney,
Australia
Additional pictures
- Underground Transport
- Subway systems, underground light rail, underground rail
- Underground parking
- Underground storage
Project construction
2014-09-01
2024-01-01
2019-01-01
- Additional traffic capacities are needed for public transport
- Time savings in transport are necessary
- Connections between different traffic modes
Topic 1: Additional traffic capacities are needed for public transport
During peak hour (in particular through CBD), more trains will provide more options for customers and less crowding on trains, stations and platforms; therefore reducing bottlenecks throughout the metro.
Topic 2: Time savings in transport are necessary
Sydney Metro will have the capacity to operate 30 trains an hour through the CBD in each direction – or one train every two minutes each way – with trains required to run on time 98 per cent of the time. Essentially, no timetable needed.
Topic 3: Connections between different traffic modes
Fast and easy to change to trains, buses, ferries and light rail as a result of increased connectivity.
During peak hour (in particular through CBD), more trains will provide more options for customers and less crowding on trains, stations and platforms; therefore reducing bottlenecks throughout the metro.
Topic 2: Time savings in transport are necessary
Sydney Metro will have the capacity to operate 30 trains an hour through the CBD in each direction – or one train every two minutes each way – with trains required to run on time 98 per cent of the time. Essentially, no timetable needed.
Topic 3: Connections between different traffic modes
Fast and easy to change to trains, buses, ferries and light rail as a result of increased connectivity.
- Unique innovation aspects
- Availability /Feasibility of certain key construction technologies
- Environmental impacts
- Life cycle costs
Main benefits of the solution:
- No timetable – just turn up and go
- Higher frequency trains during the day and late at night
- Reduced travel times for customers across the rail network
- More trains, more often in the peak through the CBD, providing more options for customers and less crowding on trains, stations and platforms
- Increased connectivity between metro and other transport modes such as bus, ferry etc.
- Stand-alone line operating independently of the existing rail network, not subject to wider suburban delays
- Connecting Sydney’s economic centres with a boost of activity up to $5 billion per year
- New choices for jobs, education and recreation
Key factors in the decision making process:
- No timetable – just turn up and go
- Higher frequency trains during the day and late at night
- Reduced travel times for customers across the rail network
- More trains, more often in the peak through the CBD, providing more options for customers and less crowding on trains, stations and platforms
- Increased connectivity between metro and other transport modes such as bus, ferry etc.
- Stand-alone line operating independently of the existing rail network, not subject to wider suburban delays
- Connecting Sydney’s economic centres with a boost of activity up to $5 billion per year
- New choices for jobs, education and recreation
Key factors in the decision making process:
Hawkesbury Sandstone (56% of tunnel), Ashfield Shale (26% of tunnel), Mixed (18% of tunnel)