The Hurstville crossover project is just a Turnback option for platform 4. What it isn't going to do is allow an increase of services on the T4 or move SCO trains in to Central terminal post D set introduction. The governments intention is to separate the T4 / SCO from the rest of the network which is what it currently achieves. Your solution completely goes against this policy by re introducing connections with the T3 and T8. Your solution also adds passengers on to the already full T4 where as using the T8 services post metro conversion helps relieve the T4.You're still in denial sims in spite of all the official evidence so far. It's time you got off the merry-go-round and took notice. We've been over this innumerable times previously and I can't be bothered regurgitating it all now.
However, just to refresh your memory, here's a quote from the REF for the Hurstville Crossover project confirming the need for it -
2.1.4 Objectives of the Proposal
The specific objectives of the Proposal are to:
allow for local services to terminate and commence at platform 4 instead of platform 2
minimise cost and maximise benefits of the project requirements
minimise impacts to current rail operations during implementation
ensure that safety is maintained throughout the delivery of the Proposal
ensure that project works are delivered to TfNSW high standards of safety, quality,
stakeholder engagement and environmental management.
2.2 Design development
The concept design for the proposal has been developed with consideration of the following
separation of intercity services from suburban traffic allowing a higher number of all stops
services without impeding through trains
allowing suburban services to operate on the Illawarra Main line between the City and
providing high frequency operations, with the ability to turn back trains (i.e. where a train
terminates and then departs in the opposite direction) at Hurstville on platforms 3 and 4
maintain signal locations and minimise extent of signalling works.
If the SCO services are separated from T4 and continue to Sydney Terminal on a yet to be confirmed crossover at Eveleigh to the dive (apart from the shared single pattern express corridor on the Illawarra Local from Hurstville to Wolli Creek), then that frees up paths on the ESR to Bondi Junction to significantly increase the frequency of T4 services.
T4 (excluding SCO) currently has a frequency of 14tph between Wolli Creek and Bondi Junction (6tph Hurstville + 6tph Cronulla + 2tph Waterfall). With SCO removed from the Main and ESR, enabling it to operate at its potential maximum line frequency of 20tph in a single all stops pattern from Wolli Creek, that's an additional 6tph for T4 with the current signalling or at least another 10tph with ATO, which is the intention. That's a massive increase in anyone's language. The mix of increased services for T4 Hurstville, Cronulla and Waterfall still has to be determined.
I don't know why you still keep banging on about T3 and the T8 corridor on the Local after the metro conversion. T3 won't exist. I assume you mean that the former T3 will become part of T8.
I can't see the problem if up to 6tph SCO services (no T4) are diverted on the Local from Wolli Creek to the Illawarra Dive via a new crossover, sharing the track with increased T8 via Sydenham services and Southern Regional services. With a single express pattern between Wolli Creek and the Illawarra Dive to Sydney Terminal, stopping only at Sydenham if warranted, that can potentially provide up to 24tph with the ATO upgrading, which again is a massive increase in capacity for the remaining Sydney Trains' services after the metro conversion. It would also allow for future Southern Highlands Intercity services to be extended directly to the CBD. Bear in mind that the upgrading of the Airport Line from 10 to 15tph also adds even further capacity for T8 services.