Sydney Metro West - Concept and Stage 1 (major civil construction between Westmead and The Bays)

A great step for Parramatta CBD and Western Sydney as a whole! I would like the Pyrmont Station because so far the only high frequency public transport service to Pyrmont is the L1 Dulwich Hill.

Let's get it happening!

Currently the residential area within Grand and Alexandra Avenues directly west of the Westmead metro station is occupied on average by 4 persons per household on approximately 650m2 land parcels.
As yet there has not been mention of any proposal to change the current R2 zoning due to the project.
It seems inevitable that the zoning will change towards increased density eg, R4 to maximise the benefit of direct access to this major financial infrastructure investment.

Reading the EIS, many additional stations are examined between Five Dock and The Bays. The main reason TfNSW say that they can't build them is conflict with the Hawthorne Canal and the Rozelle Interchange, i.e. Westconnex. The stations would have to be too deep. Well, here's a memo for TfNSW. The canal is only a few meters deep, and the unbuilt Rozelle Interchange is totally under the control of......TfNSW! Nope, it's all about this ridiculous 20 minute goal which can only be achieved with minimizing the number of stations. A metro is transport infrastructure which should be made available to as many people as possible.

The same applies to stations between Parramatta and Olympic Park. The Rydalmere dogleg never made much sense. But neither does having a metro with so few stops. Rosehill-Camellia, Rydalmere, Silverwater and Leichhardt should at least have shells for future stations if not built first up.

I would like to voice my support for the project and make some suggestions to delivering the project to Sydney. Rather than having a new metro station constructed under the Sydney CBD, I would like to propose that Martin Place station and the Eastern Suburbs Line be converted to metro standards and used for this project. Martin Place station is perfectly oriented towards western Sydney and makes it the ideal station for the main CBD terminus for the Metro West project. In addition, increased capacity and frequency of services could be provided to the already congested Eastern Suburbs line. It would provide the ultimate east-west connection to Sydney, allowing non-stop travel between Bondi and Weastmead.

Furthermore, with the privitisation of the Eastern Suburbs Line, there is an opportunity for a further extension of the metro line to Bondi Beach. The original plans for the Eastern Suburbs line included a station at Bondi Beach. However, limited public funding meant that the line could only be provided to Bondi Junction. Through a PPP, the line could be extended to Bondi Beach, thus completing one historic chapter of Sydney and starting a new chapter.

Thank you for the opportunity to make a submission on this project. I support this project.

I have a number of comments for consideration by the project team.

1. Traffic signals phasing

The phasing of the traffic signals on:

- the corner of Ramsay Street, First Avenue and Great North Road;
- the corner of Great North Road and Fairlight Street/Queens Road; and
- the corner of Great North Road and Garfield Street

is likely to require review and change, since the queuing along Great North Road in either direction will be made worse due to the significant number of truck movements per day.

2. Road surface generated noise

Also, the consideration to making the road surface, along Great North Road between Parramatta Road and Garfield Street, smoother to reduce bumps and unevenness could assist in reducing tyre noise and rattling noises from trucks along that route. This will be especially important for the residents along Great North Road and the immediate surrounds in that area. This could be achieved by placing a layer of smooth asphalt over the top of the concrete surface.

3. Time taken to travel to the city

Quite frankly, it is quite nonsensical that it takes over an hour to take the bus from Great North Road to the centre of the city when travelling by bus (or bus then train or bus then ferry). Five Dock, as the crow flies, is less than 8 km away and, if going by road, less than 10 km from the centre of the city. For too long , the residents of Five Dock have had to endure poor travel times to this employment, recreation and cultural centre. Perhaps in the interim, some changes to the bus routes from Five Dock can be made, so that the buses do not have to go along single lane roads to and through Haberfield and Leichhardt, to finally get onto Parramatta Road. The overwhelming majority of morning commuters are going to the city and are time-penalised for the odd person getting off along the route at Haberfield or Leichhardt. Local bus services can service these local journeys.

Perhaps the alternative could be that an express service is run from Five Dock down Great North Road to Parramatta Road, then express into the city on a bus lane connecting to the existing bus lane at the corner of Parramatta Road and Flood Street, Leichhardt.

This could providing interim relief for long-suffering commuters who will otherwise have to endure this nonsensical travel time for another 10 years until the opening of the West Metro in 2030.

I look forward to seeing progress on this project.

I am very supportive of the Metro West Project and see the need for this project being fast tracked to serve the West of Sydney. It has been a long time coming and this application is welcomed.
What I dont understand is the large gap in stations between Sydney Olympic Park and Parramatta. I know there is concern about the speed in getting people from City of Sydney to City of Parramatta. There is a logic in the number of stations being minimised. However this metro is an opportunity for providing a spread out station approach that prepares for now as well as future Sydney.
There is a services facility proposed at Silverwater. This is approximately half way between Sydney Olympic park and Parramatta. There are a lot of potential people a station in this location could serve - both currently and in the future. There are the existing residential and commercial components of Silverwater, Newington and Auburn. There is an opportunity to locate a station at Silverwater, with the services facility. This does not impact on the metro alignment and in this regard cost would be minimised. This opportunity should not be missed. The traffic in these areas is a real problem and the provision of a station would reduce the current traffic levels - this has been shown with the North West Metro. The traffic on Silverwater Road, Parramatta Road, Victoria Road and around Sydney Olympic Park is notoriously bad. In addition a station at Silverwater would prevent people having to be transported (many by driving) to Sydney Olympic Park or Parramatta to access the Metro. There is a whole area that is missing out on access to the metro, which will continue the existing traffic problem into the future. Access to public transport will continue to be problematic and not convenient. Reliance on cars will continue and get worse due to increasing residential development (and pressure for future residential development).
In regards the issue of a fast travel times between Sydney and Parramatta, there is always the option of metro services that do not stop at every station (if such an approach is considered necessary) - so why miss this opportunity to provide for now and the future at Silverwater. It would seem short sighted and not as strategic as this project could be and should be.

The proposed Metro West project should be rejected as there are alternative project options identified in Future Transport and the Sydney Region Plan that better align with government policy and meet the identified service need.

In a post COVID19 planning environment and in light of the government's three cities strategy the strategic merit for this project against other investments should be reviewed.

The focus of public investment should be creating jobs and opportunities in the Central City, not more commuting capacity to the Eastern City. The projected crowding and capacity issues on the T1 Western Line could be better addressed thought incremental infrastructure improvements in the Sydney Trains network, and redirecting the dominant east-west travel demand pattern through investments in north-south connectivity.

The Parramatta-Epping Rail Link identified in Future Transport would be far more valuable, providing access to jobs in Northern Sydney, and providing employers in Parramatta with access to customers and workers in Northern Sydney. This rail connection would completely shift the central focus of Sydney's economy and the rail network from the Eastern City to the Central City.

Parramatta and the Westmead Innovation District need better access to workers and firms in Northern Sydney, not eastern Sydney where the existing rail network already provides access. Sydney already has 5 east-west railway lines, we don't need 6. We need a first north-south line connecting Sydney's west and south west with the north.
Removing the Main South Line from T2 and Parramatta would allow for more T1 and T2 services per hour, and accommodate demand growth for east-west travel, and provide sub 20-minute journeys from Parramatta CBD to the Sydney CBD. All the key benefits of the Metro West Project at a fraction of the cost.
These smaller projects would be far cheaper and provide more benefit to more people, especially communities in the most disadvantaged areas of South West Sydney, who would have better access to jobs in Parramatta, Norwest, Macquaire Park, Chatswood and North Sydney.

The projected patronage demand should be reviewed and the merit of alternative investments that align with the governments three cities strategy, such as the Parramatta Epping Rail Link, should be considered in the project options and prioritised before investments are made in more east-west capacity.

Would you please provide more information as it states there to be a constuction site (No 42) close to or on our property at 41 RICKARD ST, FIVE DOCK, 2046, directly along the tunnel route.
How do I get more information about the geology of our property to determine how effected it will be by tunnelllng etc?
I appreciate the tunnel under us will be 35-42 m.

Hello,
I appreciate the effort the Government is doing to reduce travel times and to reduce congestion for a future, growing Sydney.
However, in regards to the Sydney Olympic Park Precinct, I believe the project should make use of the existing infrastructure. By using the existing railway station at Olympic Park would potentially save millions of tax-payer dollars whilst remaining a comparable service.

I understand that the TBMs would be retrieved at Sydney Olympic Park but I believe that the relocation of this to North Strathfield can provide better value for the tax-payer.

The Metro West will provide more integrated travel options to and from Olympic Park specifically during events especially from major centres such as the Eastern City, Parramatta and in the North from Hornsby (interchange at North Strathfield). This would significantly reduce the need for the T7 Line as the majority of rail passengers would be using the "Metro West". As a result, the T7 line would only serve the southern suburbs such as Bankstown and some western suburbs such as Granville and Auburn. This would not justify running a rail line as the existing station would be underused respective to its large potential capacity and its high architectural standard. Existing bus route such"401" can be extended to Olympic Park from Lidcombe with a journey time of ten minutes, providing a comparable service; and route 525/526 can be increased in frequency to provide the Inner West better travel options to Olympic Park from Strathfield.

Thank you for reviewing my comment and please consider this whilst making decisions that would affect the community.

Much needed infrastructure project, but I believe it is a must that a station is provided at Pyrmont as well as the Sydney CBD, and the line be safeguarded for an extension to the south-east. Pyrmont is one of the densest suburbs in Australia and a global tourist destination and Waterloo-Zetland is one of the fastest growing areas in Australia that is struggling with the high population growth. It would be shortsighted to not consider this in such an expensive, once in a generation infrastructure project for the purpose of saving a couple of hundred million dollars. This metro looks nothing like the metros around the world in terms of frequency of stations, etc, so at least make it count in the central city.

This project is crucial in increasing travel times throughout western Sydney and to decrease crowding on the struggling main Western train line. I do however have concerns regarding the design of an island platform at Sydney Olympic Park. Considering the metro line will be used heavily during major events, will this platform arrangement be suitable for large crowds using the station? I understand that platform screen doors will help ease safety concerns but for the idea of people flow a single island platform may prove hazardous. The Spanish solution (one side of the platform used for passengers disembarking and the other side of the platform used for boarding passengers) may be more ideal for a station that will be dealing with huge masses of people in short periods of time much like the existing Sydney Olympic Park station.

The new station at Sydney Olympic Park should be carefully considered and adjusted to manage large crowds during special events.

The Sydney Olympic Park heavy rail station provides excellent crowd control options and allows the precinct to continue hosting large sporting and entertainment events well after the 2000 Olympics. The proposed Sydney Olympic Park Metro station does not seem to allow for this, having two small shop front entrances and very few details around the handling of crowds during these large events.

The Sydney Olympic Park Metro station provides direct (and in most cases a far quicker) connections to other key Sydney stations. As a result, this will naturally be a preferred option for travelling to large events for most patrons, and has the potential to be busier than the original heavy rail loop.

Large stations, multiple (or larger) entrances, and two sided platforms should all be considered to future proof this station. This will allow it to handle crowds just as well (if not better) than the existing heavy rail station.

Kind regards,
Liam Schutz

Dear project team,
As a medical professional who relies on the T9 rail line to travel to work, it is fantastic to hear about the ongoing progress of this vital infrastructure project. I am happy to support this project, primarily thanks to the T9 connection with Sydney Metro West at North Strathfield. I do have some comments and feedback regarding the design of the North Strath station, as I feel the convenience and time-efficiency of that interchange will be key to maximising the value for T9 commuters.

As a resident of Rhodes (2138), it is my experience that the T9 heavy rail line is already far above capacity, routinely exceeding 180% load during the AM and PM peak. The expectation is that this overcrowding will become more pronounced as new residential developments come online in Wentworth Point, Melrose Park, Meadowbank and in Rhodes itself, which tend to have a significant share (approximately 30-40%) of commuters using the T9 line.

In order for the North Strathfield T9 connection to provide good value for T9 commuters, it has to facilitate significant time-savings over existing heavy rail services. As an example, consider the existing T9 service, which takes approximately 26 minutes (timetabled) to travel between North Strathfield and Wynyard in the AM peak. By comparison, the Metro West might be expected to take about 12 minutes to reach the Harbour CBD station from North Strathfield; this is assuming North Strathfield sits at the approximate mid-point of the Metro West route and assuming a total travel time around 24 minutes between Parramatta and the Harbour CBD. Thus, in order to provide a worthwhile time saving (ideally around 10 minutes) for T9 commuters, the total transfer time at North Strathfield needs to be less than about 5-6 minutes. This figure includes the time taken (on foot) to transfer between the T9 and Metro West platforms, and also time time spent waiting for a connection at either platform (assumed to be 2-3 minutes on average in the case of Metro).

In order for the North Strathfield T9 connection to provide a time-efficient transfer for commuters, it is therefore important to consider/incorporate the following design features:

(1) Minimise on-foot transfer time between T9 and Metro West platforms to within 2-3 minutes, for example using express escalators and lifts.
(2) Provide seamless interchange within the North Strathfield station, for example by avoiding the requirement to exit the heavy rail station, or having to tap-off and tap-on through the transfer point.
(3) Ensure that the transfer point is fully under-cover so that commuters are protected from adverse weather during their transfer.

In many respects, these design goals are already achieved for the T9 / North West Metro connection at Epping, and I believe this would be a good design template for the T9 connection at North Strathfield.

Many thanks for considering this feedback.

Submission attached

DPI Agriculture has no comments or recommended conditions.

See attached pdf.

I have been advised that Sydney Metro proposes a high voltage cable for installation on my street in Rozelle - Callan Street. I object to this cable being installed on this street and seek that the route of this power cable be changed to another location. My reasons are as follows:
1. Callan Street has been subjected to significant noise, dust and disruption caused by excavation being done by Westconnex. This work has seriously effected the health (physical and mental) of all residents of this street. Another episode of major excavation, as proposed for the power supply to Sydney Metro, would result in additional negative health effects. The EPA has been called on many occasions to investigate health and safety breaches, which has taken much time and energy from the residents of this street.
2. There are already numerous major services sitting below Callan street including a 132KV High Voltage cable, a major sewer line (Balmain Sewer line) and the Sydney Trains Communications cable. When Westconnex installed new sections of sewer line below Callan Street, the work went way over schedule due to them hitting hard rock, which was unexpected. This made the scheduled 2 week process extend to over 7 weeks. Clearly Callan Street's geological make-up is not conducive to major excavation.
3. A new Zone Substation is being constructed at the Rozelle Interchange, which will be closer and have more capacity than the Transmission Substation at Manning Street. Surely it would be easier and less expensive to use the new substation as the source of power for Sydney Metro. The Sydney Metro plans should be amended to use that substation as its source of power.

Opportunity for increased inter-transport connections through one addition station.

Hi Sydney Metro West planning team,

The project details outlined in the EIS appear to appropriate for this project, although there is opportunity to increase inter-transport connections with this project. An additional station near Camellia light rail station will allow a connection between the Westmead to Carlingford, Parramatta Light Rail. This will create better network connections and improve flexibility of public transport along the route of the Parramatta Light Rail. The current proposed station layout produces a radial network strategy around Parramatta and Sydney CBD, with the more flexible dispersed/grid network strategy only produced by the connection North Strathfield. There is an opportunity to create greater flexibility with a dispersed/grid network strategy by incorporating a station near Camellia to provide a connection with the Parramatta Light Rail. Note that this submission only considers Stage 1 of the Parramatta Light Rail project as details of Stage 2 are yet to be finalised.

"Advanced public transport networks are planned so as to support and enable transfer opportunities." A dispersed/grid network strategy supports this and "is deployed in many of the successful public transport systems operating in Europe and in some North American cities such as Toronto and Vancouver." An existing example of a highly successful dispersed network is Zurich. "Zurich has one of the highest per capita rates of public transport use in the developed world and has achieved this without resort to strategic manipulation of urban form. The Zurich network is structured around a set of radial rail and tram lines intersected by multiple generally circumferential bus routes. Each rail, tram or bus line is intersected by multiple other lines enabling a web of multi-directional transfers." (Jago Dodson, Paul Mees, John Stone and Matthew Burke 2011) Sydney has the opportunity to at Camellia to create an interchange where multiple lines connect to enable a web of multi-directional transfers.

With the current station proposed station locations, public transport users travelling from along the Parramatta Light Rail between Carlingford and Parramatta, to Sydney CBD (or Olympic Park, or Northern Sydney), will have to travel to Parramatta CBD and transfer to a Metro or heavy rail service. A station at Camellia would reduce the long term number of passengers transferring between transport modes at Parramatta CBD. Similarly, a station at Camellia would encourage use of the Metro West and potentially reduce the number of passengers transferring between trains at Strathfield as they may otherwise be encouraged to transfer at North Strathfield. Providing this flexibility to users will reduce barriers associated with transferring transport modes. "Reducing barriers to transfer will enable individual passengers to gain more benefit from the public transport system, and will increase the attractiveness of the public transport ‘offer’ relative to the car. Consequently, how interchanges are designed and presented, and the processes through which passenger expectations are moulded and satisfied, is at the heart of the overall strategy of improving the public transport offer." (Gustav Nielsen 2007)

As illustrated in the attached PDF, an additional transfer between Metro and Parramatta Light Rail at Camellia would benefit the following public transport trips:
• Former Carlingford Rail Line (Carlingford, Teoplea, Dundas, Rydalmere, University Western Sydney Parramatta) to Sydney CBD or vice versa
• Proposed Parramatta Light Rail stops at Harris Street and Tramway Avenue to Sydney CBD or vice versa
• Former Carlingford Rail Line to Olympic Park or vice versa
• Proposed Parramatta Light Rail stops at Harris Street and Tramway Avenue to Olympic Park or vice versa
• Former Carlingford Rail Line to Sydney's North (Epping, Hornsby, Central Coast, Newcastle) vice versa
• Proposed Parramatta Light Rail stops at Harris Street and Tramway Avenue to Sydney's North (Epping, Hornsby, Central Coast, Newcastle) vice versa

Please see the attached PDF for illustrations (Figure 1 and Figure 2).

Thank you for continuing to support public transport development across Sydney and NSW. It would be extremely disappointing to miss opportunities to improve inter-transport connections and produce a more dispersed/grid network strategy across Sydney which will help provide flexibility and encourage public transport usage. I love to support projects which strive to create better network connections and improve flexibility of public transport where possible.

References:
Referenced in paragraph 2:
Jago Dodson, Paul Mees, John Stone and Matthew Burke 2011, The Principles of Public Transport Network Planning: A review of the emerging literature with select examples, Griffith University, viewed 8 May 2020, <http://www.ppt.asn.au/pubdocs/ip15-dodson-et-al-2011.pdf>.
Referenced in paragraph 3:
Gustav Nielsen 2007, NETWORK DESIGN FOR PUBLIC TRANSPORT SUCCESS – THEORY AND EXAMPLES , Civitas group of consultants, Norway, viewed 8 May 2020, <https://thredbo-conference-series.org/downloads/thredbo10_papers/thredbo10-themeE-Nielsen-Lange.pdf>.

Re: Sydney Metro plans to install high voltage cable in Callan Street Rozelle NSW
I write to express my concern about the proposed installation by Sydney Metro of a high voltage cable in Callan Street Rozelle where I live. As such I wish to raise my objection to such an installation on this street and request that Sydney Metro consider an alternative solution to their proposed plan. The following are my reasons for my objection:
1) There are multiple major projects occurring and proposed within and in the vicinity of Callan St Rozelle that are having a detrimental impact upon the lives of its residents. However, it is apparent there is no coordinating body taking responsibility for communicating, coordinating or sharing information on what each organisation is planning or doing. As a result, each organisation has its own plans to rip up the same footpaths and streets that are having cumulative impacts upon the mental and physical health of residents locally. This includes
a) unrelenting levels of noise both day and night from drilling, sawing and pounding the hard rock beneath our street,
b) excessive levels of dust permeating our homes affecting those with Asthma and other respiratory ailments,
c) wet dust splashing across vehicles and the exterior of our homes which we are having to wash and hose down ourselves,
d) dangerous trip hazards arising from uncompleted work on footpaths and street,
e) access to our homes being blocked for weeks and months due to ongoing work in the street,
f) street parking for residents being significantly compromised due to the amount and extent of works occurring in the street,
g) our Street being used as the major thoroughfare for the entire North Rozelle precinct because all other roads are either being permanently closed or significantly disrupted due to ongoing works. Which sees all sorts of traffic and enormous trucks and equipment being transported up and down a street with a traffic status of a 10km shared use with pedestrians.

2) Research shows that exposure to extremely low frequency (ELF) electric and magnetic fields (EMF) at high levels, such as those from High Voltage cables, can affect the functioning of the nervous system and is possibly carcinogenic to humans. Indeed evidence shows that High electric fields may interfere with the normal functioning of cardiac devices such as pacemakers. There are a number of residents of Callan Street who have pacemakers and are therefore more vulnerable to the detrimental impacts of the installation of high voltage cables in Callan Street