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| stations = 34 announced | routes = 3 announced | event1label = Metro Link announced | event1 = 18 March 2008 | event2label = Sydney Metro announced | event2 = October 2008 | event3label = Proposal withdrawn | event3 = February 2010 | owner = Sydney Metro Authority | operator = | character = Underground | depot = Rozelle (proposed) | linelength = 63 km announced | gauge = Standard gauge }} Sydney Metro was a proposed rapid transit railway network in Sydney, Australia, intended to connect the central business district (CBD) with Rouse Hill, Westmead, Malabar and the lower North Shore. Initially proposed in 2008 as ‘Metro Link’, the plan was modified and renamed later that year and – after half a billion dollars was spent on planning, property acquisitions and a tender process – finally cancelled in 2010. The fate of the initial Metro proposal was tied to the fate of a plan to privatise much of the then state-owned electricity sector, a plan which would have released tens of billions of dollars in capital for investment in new infrastructure. When the privatisation plan was dramatically scaled back under pressure from the union movement, the Metro proposal was reduced to a nine-kilometre shuttle between the CBD and the inner-western suburb of Rozelle, raising questions about the project’s value for money. The cycle of announcement, re-announcement and cancellation of rail projects was a familiar pattern under the Labor government that ruled New South Wales between 1995 and 2011. The short life of the Sydney Metro proposal was a significant contributing factor to Labor’s rout at the 2011 state election. Although Labor's Sydney Metro proposals were not revived, an alternative rapid transit system was proposed by the Liberal/Nationals government elected in 2011. Construction of this scheme, also known as Sydney Metro, began in 2013. == Early proposals == Although Sydney Metro would have been the first rapid transit system to be built in Australia – and one of only a handful in the Southern Hemisphere – the idea was not new. John Bradfield, the Chief Engineer who planned the electrification of the Sydney rail network and construction of the City Underground, was heavily influenced by his observations of the New York City Subway and referred to aspects of his scheme as “rapid transit”. A true rapid transit system, separate from the increasingly congested suburban rail system, was proposed in 1968 by the new State Planning Authority’s ''Sydney Region Outline Plan'' (SROP). At the time, a number of cities were planning or building modern, standalone metros, including Toronto (opened 1954), Lisbon (1959), Montreal (1966), São Paulo (1974), Seoul (1974), Santiago (1975), Washington, D.C., (1976) and Hong Kong (1979). The Authority noted that because Sydney’s suburban train system was not built from scratch as a passenger-only network, commuter trains often shared track with long-distance passenger and freight services, constraining reliability. The 1964 introduction of the first double-deck carriages boosted capacity to an extent, but also increased dwell times, swallowing up much of the intended capacity benefit. SROP’s solution was a rapid transit system that would have augmented the city’s most crowded rail line, the Main West, with a fast, single-deck operation between the CBD and Parramatta. But though SROP fundamentally shaped Sydney’s growth for the next 20 years, the planned line was never built: improvements to the existing railway always took priority. Forty-four years later, a government report was to observe that in delaying the advent of rapid transit, “we have pushed the complex two-door double deck network further than any other operator.” SROP’s eventual replacement, a plan called ''Sydney Into Its Third Century'', was released by Labor planning minister Bob Carr in 1988. Although not a transport policy as such, the document set a radical change of direction that unwittingly built the strategic case for rapid transit. Firstly, it broke with SROP’s cardinal rule that new development should occur along existing railway corridors. Secondly, it mandated a dramatic increase in urban density within the city’s existing footprint. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Sydney Metro (2008 proposal)」の詳細全文を読む スポンサード リンク
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