The released City Circle paths are more likely to be taken up by increased demand from the South West, including the new rail link, via both the Airport Line and the East Hills Line express tracks via Sydenham, maintaining sectorisation. It could also potentially include the Hurstville all stations services, leaving the Illawarra Main/ESR tracks exclusively for Cronulla, Waterfall and South Coast Intercity services. Nothing is left for any increase in Sector 3 services which has the most urgent need for increased capacity, particularly now that there will also be increased demand from the Northern Line, with all upper Northern Line services to be redirected to the city via Strathfield after the opening of the NWRL.
I reiterate, conversion of the Bankstown Line to Rapid Transit operation is a complete waste of money when it is currently so underutilized. What possible justification could there be to so dramatically increase its carrying capacity to way beyond its likely foreseeable demand?
It's just a cheap alternative to extending the NWRL Rapid Transit across the harbour, rather than constructing a connection to a completely new separate Rapid Transit Line, such as the previously proposed West Metro to Parramatta and Westmead, when the demand is warranted.
I think this is where Luke Foley is coming from. He's suggesting that the funds earmarked for the second harbour tunnel would be better spent on more pressing upgrades of the existing network.