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

6 June 2020
Department of Planning, Industry and Environment
Dear DPIE,
RE: Submission on the EIS Sydney Metro West
Thank you for the opportunity to provide feedback in relation to the Sydney Metro West EIS. We are in full support of this amazing piece of infrastructure that will revolutionise Sydney for generations.
We are residents and landowners in North Strathfield all with a common goal to not only support what’s good for Greater Sydney but also to bring to a close the years of uncertainty this community has endured. This submission specifically focuses on the Homebush-North Strathfield Precinct within GPOP. It is in relation to the sequencing described in the GPOP PIC as well as collaborating with the City of Canada Bay Council (CCBC) to ensure that the future LEP is aligned with the strategy of value capture leveraging this great new piece of infrastructure.
As residents of North Strathfield we are delighted to finally see some clarity for our area and the announcement of the Metro. The residents have been living with uncertainty since 2013 when Urban Growth first put out plans for our area indicating an FSR of 2.4:1 with an average of 8 storeys and maximum heights of 12 storeys (42 m). As you can appreciate this set an expectation for the area and its residents. As a result of misinformed external influence, this was then changed to an FSR of 0.5:1 and back to 2 storeys and later again changed to be up-zoned with details yet to be provided. The residents have been patient and the sentiment in the area is that we are all ready to move on and look forward to the release of a more detailed plan. The area surrounding our little pocket at North Strathfield has been built up before our eyes over the last 5 years and it makes good planning sense to enable urbanisation outlined in the points given in the paragraph below.

We, congruent with the objectives expressed to us by the DPIE, desire to see a coordinated redevelopment of the Homebush North Strathfield area. We, like the DPIE, are concerned about the potential for ad-hoc development and believe the decision to defer the Homebush-North Strathfield precinct until stage 2 will produce exactly this outcome. Our group of streets from Allen to Conway street at North Strathfield are being left to degenerate as low density until stage 2, whilst the streets immediately to the North, South, East and West have the potential to be redeveloped in the short term under existing strategies (eg, Parramatta Road Strategy 2016-2023) to heights between 30 and 32m. We urge the DPIE to reconsider the planned delaying of the Homebush-North Strathfield precinct to stage 2 and expedite rezoning and redevelopment for the entire precinct so as to produce the best outcome.
North Strathfield is perfectly placed possessing all the amenities mentioned in the documentation by DPIE and GSC as being needed for a developed area. There is no need for further expenditure on these amenities other than relatively minor expenditure on road infrastructure. We are situated along the heavy rail line, close to the entrance to the M4 tunnel, easy and close access to Homebush Bay Drive, Concord and Parramatta Roads. We have walking, running and cycling paths used to access Sydney Olympic Park and beyond and these cycleways extend to Botany Bay and Parramatta, the list goes on. Also of special note is that, contrary to what is asserted in the GPOP PIC document, we have access to abundant green open space including Powells Creek Wetlands, Bicentennial, Mason and Bressington parks. We have a diversity of schools in and around North Strathfield. We have Concord Hospital nearby. We have easy direct and easy access to major employment hubs, Macquarie Park (on the Northern Line), Sydney CBD 15 minutes away on heavy rail, closer employment precincts, such as Rhodes and Sydney Olympic Park (walking, cycling and public transport access). With all this infrastructure and amenity we are ideally placed to play a key role in the 30 minute city vision being 15 mins to both Sydney CBD and Parramatta CBD. North Strathfield when developed will enable the reduction of a significant number of cars off the street by having a greater number of people living within walking distance of transport, a rich array of amenities and workplaces.
The supporting document attached to this letter was produced by town planner Ethos Urban that we engaged being part of the submission to CCBC detailing the strong case for the urbanisation of North Strathfield to be included in the CCBC LSPS (written at the time, without the consideration of the yet to be announced Sydney Metro West stop at North Strathfield). You will see much of the above detailed in the Ethos Urban report supporting the case for development.
We request the sequencing for the Homebush-North Strathfield precinct be accelerated as all the amenities the GSC and DPIE have highlighted that must be provided for a developed area are already present. We believe the sequence of Homebush-North Strathfield is misplaced in the PIC and rather it should be developed in Phase 1 (now) or early in Phase 2. We believe this should be done in parallel with the Metro build.
We have also noted that in the EIS North Strathfield does not have indication for “Placemaking” as do all the other stations (other than Westmead). As the area of North Strathfield to the west of the Northern Rail line (between Allen Street and Conway Avenue) is part of GPOP, DPIE planned precincts, Eastern District plans and originally in Parramatta Road Strategy, we feel is perfectly suited to be included for placemaking. North Strathfield is designated a local centre, and the area to the West of the Northern line is labelled an urban renewal centre, within 15 mins of CBD and Parramatta and close to key business hubs making it ideal not only for inclusion but also acceleration.
We are aware that the GSC, DPIE and CCBC are currently reviewing the LEP for compliance with the overarching strategy and maximising value capture of the Metro. We would anticipate that the Draft LEP takes into account the Metro and the accompanying land use detail of the homes between Allen St and Conway Ave so as to provide clarity for homeowners. We are very supportive of this project.
Thank you very much for the opportunity to provide feedback on this truly transformational project.

I am disappointed to hear that the Metro West rail project will not include a stop at Rydalmere or Camellia as originally proposed. As the population in the Parramatta district area is rapidly growing, the absolute priority should be improving our public transport, and encouraging people to use it. That involves improving the transport network, timetables and prices. The roads cannot support such an increase in number of cars and parking is already a huge issue. Rydalmere and Camellia are very important stations for Western Sydney University and other growing businesses around. From my location, being able to change at Rydalmere to catch a train to the city, without having to go all the way to Parramatta, would be a great improvement in time management for me and quality of public transport services. I am all for supporting building the Rydalmere and Camellia stations.

Overall I support the metro project but I think there is necessity to include a stop in the Rosehill region. There is a general rule of thumb in doing public works where you take something away from the community you give something back. Rosehill train station has been forever taken away, what is proposed to be given back? Nowadays I see more and more medium to high density residential properties being constructed in Rosehill and there were increasing people taking train at Rosehill Station. It's such an interesting decision to remove it at this time and there is nothing replacing it!

I have read future plans for Camelia including the huge industrial area adjacent to Rosehill Racecourse. Although disappointed at not having a lightrail station at Rosehill, I see that the hub at Camelia could really work to activate the Camelia-Rosehill precinct. A metro station at Camelia together with a light rail station would:
1. boost local economy
2. provide infrastructural support to trending development in Parramatta as high rise buildings gradually appears east of Parramatta CBD (and north as well).
3. enhance and expand Parramatta CBD along Parramatta River.
4. facilitate access to higher education - Western Sydney University.
5. set foundation to transformation of the Rosehill industrial area into an integrated area combining commercial buildings, office towers, light industrial areas and some retained heavy industrial areas.

Having a metro station at Camelia can benefit from existing infrastructure such as existing railway corridor (land), roads (access) and existing commercial area (Woolworth). It would also be benefited by increasing high density residential properties in the area as well as increasing popularity of Western Sydney University. Parramatta CBD is not accessible to Metro users in Rosehill and Camelia considering the poor bus service, long walking distance and no safe bike path. Rosehill should not be a forgotten precinct where things are taken away and not putting back!

Thank you!

It is very disappointing to learn the Metro West rail project will not include a stop at Rydalmere or Camellia as originally proposed.
Rydalmere hosts a number of businesses, a campus of Western Sydney University and very close to it an increasing number of residential properties (especially large unit blocks). The number of people working, studying and living in the area is increasing.
Lack of a metro station in Rydalmere will only discourage people who leave or come for work or study in the area to use public transport.
This will lead to:
(1) increased traffic in the area, something the local roads and parking arrangements cannot support
(2) unnecessary increase of the already long travel time of the commuters in the area.
I will ask you to reconsider this oversight before construction begins so the people who live, study and work in Western Sydney can truly be served by Metro West.

I Support all public transport options but am objecting to high voltage power cable that is to be directed down Callan Street and involves an extensive digging operation and lots of noise and other disturbances. Callan Street has already been dug up several times for Westconnex and Sydney Water and all residents including my family of four are suffering
· Mental and physical health issues caused by repeated excavations of Callan street including the Balmain Sewer relocation, the Sydney Trains Pilot Communications cable installation, the Sydney Metro High Voltage power cable and the future Western Harbour Tunnel high voltage power cable and the Westconnex tunnelling (only 8 metres below our street below McCleer and Callan)

· Repeated exposure to high decibel noise from concrete saws and rock hammers causing disruption of daily life and mental stress

· Disruption to my businesses that are conducted from home in Callan Street

· Damage to homes due to repeated high levels of vibration caused by excavation and in conjunction with the underground Westconnex tunnelling (only 8 metres below my house

· restricted access to our homes due to construction barriers and street closures

· restricted parking limiting the ability to park on our street and near our homes

· restricted traffic access to Callan Street and surrounding streets causing dangerous conditions

· Dangerous conditions for people walking/cycling in the ‘shared zone’ created by street excavation and construction traffic

Please reroute this power cable so as to share the load of noise and distress around the area.

I write to object to Sydney Metro’s plan to rip up Callan Street Rozelle, the street where I live so as to install a high voltage power cable to facilitate the planned Sydney Metro. This will be the 4th occasion that Callan Street will be excavated within a 3-year timeframe.

Callan Street Rozelle is currently bearing the brunt of the impact of multiple NSW State Priority projects including Westconnex, Sydney Trains, Ausgrid Substation redevelopment, the Balmain Sewer relocation and the proposed Sydney Metro high voltage power cable installation. In addition, the likely excavation impacts to Callan Street from the proposed Western Harbour Tunnel and the White Bay redevelopment.

Each of these projects are currently or are planning to excavate and rip up Callan Street time and again and will repeatedly expose my family to unacceptable high decibel noise, toxic dust and pollution from concrete saws, trenching and rock hammering causing disruption of daily life and physical and mental stress. These projects are having a cumulative negative effect upon the physical and mental health of my family and other residents of Callan Street.

Specifically, each of these individual excavations result in
• Repeated exposure to high decibel noise from concrete saws and rock hammers causing disruption of daily life and mental stress;
• Disruption to my capacity to undertake businesses from my home in Callan Street particularly highlighted in this time of Covid-19;
• Restricted access to our homes due to construction barriers and street closures;
• Restricted parking limiting the ability to park on street where we live and near our homes and forcing us at our expense, to park in paid parking in surrounding streets;
• Restricted traffic access to Callan Street and surrounding streets causing dangerous conditions;
• Dangerous conditions for people walking/cycling in the Callan Street designated a 10km ‘shared zone’ created by street excavation and construction traffic;
• Damage to homes due to repeated high levels of vibration caused by excavation and in conjunction with the underground Westconnex tunneling at a depth of 8 metres nearby my house.

For Callan Street these State Priority Projects started 2019 and are not scheduled to end until 2023 or later. The proposed Sydney Metro installation of a high voltage power cable in Callan Street will add significantly to this cumulative negative mental and physical effect upon my family. As such, I request that Sydney Metro urgently explore and implement an alternative route for the power supply to the Metro rather than again trenching Callan Street. I believe my family and the residents of Callan Street have endured enough mental and physical distress and anguish from these multiple State Priority projects.

I object to the excavation of Callan Street for high voltage cable installation and propose that it should be re-routed for the following reasons -
1. The mental wellbeing & health of residents has been ignored in this project. WestConnex has gouged its way through the suburb over the past 6 months, residents falling by the wayside due to excessive noise and dust AND we residents are picking up the fallout. We had to mount a rescue mission for one street resident so disturbed by the noise! Repeated excavations of Callan street including the Balmain Sewer relocation, the Sydney Trains Pilot Communications cable installation, your Sydney Metro High Voltage power cable and the future Western Harbour Tunnel high voltage power cable (and the Westconnex tunnelling - only 8 metres below McCleer St and Callan St) are killing the morale of the street. Residents can only cope with so much noise and disruption, and then we snap and then we snarl ... We are all suffering from construction fatigue! Why not share the burden around the suburb! Where is the community payoff in this for local residents? WestConnex has just ripped through our street relocating a sewer over a lengthy, unbelievably noisy period of time leaving the road surface extremely damaged - AND NOW Sydney Metro will be coming through to lay a cable for a public metro WE RESIDENTS CANT EVEN USE. Where is OUR Rozelle stop? I remember seeing initial investigations for the Metro being undertaken in Balmain Road (near the former Sydney College of the Arts), but this stop has now disappeared on your interactive map. Is this because of the WestConnex mayhem? If WestConnex can build the ‘unbuildable’ spaghetti junction in our area why is it not possible for a Metro stop to be included in Rozelle central?
2. After the excavation of Callan St (by WestConnex & Ausgrid) the road surface has been poorly patched, making it extremely dangerous for cyclists (see attached example). As Callan St is now THE major route for cyclists (& will be for some years to come as Clubb is permanently closed, and Toelle is closed now for a year) it is an accident waiting to happen. I commute regularly by bicycle and am increasingly alarmed by the road surfaces left for cyclists to traverse over after 'temporary' excavations in shared zones. We are not mountain bikers! It is absurd to be carrying out excavation in a BUSY SHARED ZONE in a NARROW street when Clubb and Toelle are twice as wide (and there don't appear to be any impediments to running the cable up Toelle St).
3. We are already distressed by the restricted access, the detours, the nonchalant traffic attendants of WestConnex. We have been very patient, but is it really necessary to unleash further work on a fragile street? What does that achieve?

10 June 2020

Department of Planning, Industry and Environment
Dear DPIE,
RE: Submission on the EIS Sydney Metro West
Thank you for the opportunity to provide feedback in relation to the Sydney Metro West EIS. We are in full support of this amazing piece of infrastructure that will revolutionise Sydney for generations.
We are residents and landowners in North Strathfield all with a common goal to not only support what’s good for Greater Sydney but also to bring to a close the years of uncertainty this community has endured. This submission specifically focuses on the Homebush-North Strathfield Precinct within GPOP. It is in relation to the sequencing described in the GPOP PIC as well as collaborating with the City of Canada Bay Council (CCBC) to ensure that the future LEP is aligned with the strategy of value capture leveraging this great new piece of infrastructure.
As residents of North Strathfield we are delighted to finally see some clarity for our area and the announcement of the Metro. The residents have been living with uncertainty since 2013 when Urban Growth first put out plans for our area indicating an FSR of 2.4:1 with an average of 8 storeys and maximum heights of 12 storeys (42 m). As you can appreciate this set an expectation for the area and its residents. As a result of misinformed external influence, this was then changed to an FSR of 0.5:1 and back to 2 storeys and later again changed to be up-zoned with details yet to be provided. The residents have been patient and the sentiment in the area is that we are all ready to move on and look forward to the release of a more detailed plan. The area surrounding our little pocket at North Strathfield has been built up before our eyes over the last 5 years and it makes good planning sense to enable urbanisation outlined in the points given in the paragraph below.

We, congruent with the objectives expressed to us by the DPIE, desire to see a coordinated redevelopment of the Homebush North Strathfield area. We, like the DPIE, are concerned about the potential for ad-hoc development and believe the decision to defer the Homebush-North Strathfield precinct until stage 2 will produce exactly this outcome. Our group of streets from Allen to Conway street at North Strathfield are being left to degenerate as low density until stage 2, whilst the streets immediately to the North, South, East and West have the potential to be redeveloped in the short term under existing strategies (eg, Parramatta Road Strategy 2016-2023) to heights between 30 and 32m. We urge the DPIE to reconsider the planned delaying of the Homebush-North Strathfield precinct to stage 2 and expedite rezoning and redevelopment for the entire precinct so as to produce the best outcome.
North Strathfield is perfectly placed possessing all the amenities mentioned in the documentation by DPIE and GSC as being needed for a developed area. There is no need for further expenditure on these amenities other than relatively minor expenditure on road infrastructure. We are situated along the heavy rail line, close to the entrance to the M4 tunnel, easy and close access to Homebush Bay Drive, Concord and Parramatta Roads. We have walking, running and cycling paths used to access Sydney Olympic Park and beyond and these cycleways extend to Botany Bay and Parramatta, the list goes on. Also of special note is that, contrary to what is asserted in the GPOP PIC document, we have access to abundant green open space including Powells Creek Wetlands, Bicentennial, Mason and Bressington parks. We have a diversity of schools in and around North Strathfield. We have Concord Hospital nearby. We have easy direct and easy access to major employment hubs, Macquarie Park (on the Northern Line), Sydney CBD 15 minutes away on heavy rail, closer employment precincts, such as Rhodes and Sydney Olympic Park (walking, cycling and public transport access). With all this infrastructure and amenity we are ideally placed to play a key role in the 30 minute city vision being 15 mins to both Sydney CBD and Parramatta CBD. North Strathfield when developed will enable the reduction of a significant number of cars off the street by having a greater number of people living within walking distance of transport, a rich array of amenities and workplaces.
The supporting document attached to this letter was produced by town planner Ethos Urban that we engaged being part of the submission to CCBC detailing the strong case for the urbanisation of North Strathfield to be included in the CCBC LSPS (written at the time, without the consideration of the yet to be announced Sydney Metro West stop at North Strathfield). You will see much of the above detailed in the Ethos Urban report supporting the case for development.
We request the sequencing for the Homebush-North Strathfield precinct be accelerated as all the amenities the GSC and DPIE have highlighted that must be provided for a developed area are already present. We believe the sequence of Homebush-North Strathfield is misplaced in the PIC and rather it should be developed in Phase 1 (now) or early in Phase 2. We believe this should be done in parallel with the Metro build.
We have also noted that in the EIS North Strathfield does not have indication for “Placemaking” as do all the other stations (other than Westmead). As the area of North Strathfield to the west of the Northern Rail line (between Allen Street and Conway Avenue) is part of GPOP, DPIE planned precincts, Eastern District plans and originally in Parramatta Road Strategy, we feel is perfectly suited to be included for placemaking. North Strathfield is designated a local centre, and the area to the West of the Northern line is labelled an urban renewal centre, within 15 mins of CBD and Parramatta and close to key business hubs making it ideal not only for inclusion but also acceleration.
We are aware that the GSC, DPIE and CCBC are currently reviewing the LEP for compliance with the overarching strategy and maximising value capture of the Metro. We would anticipate that the Draft LEP takes into account the Metro and the accompanying land use detail of the homes between Allen St and Conway Ave so as to provide clarity for homeowners. We are very supportive of this project.
Thank you very much for the opportunity to provide feedback on this truly transformational project.
Regards,
Lucy

OBJECTION

Haulage strategy Proposed @ Westmead Station Box, TBM launch site and spoil disposal Haul out point

The project timeline has significant impact, effectively Stage 1 is 2021 Q4 to 2026 Q4 plus stage 2 is at least 6 years of disruption to the residential site of Westmead construction area.

The NW Metro sites were placed to limit their impact on residential areas by siting the Main TBM sites and the ongoing spoil removal to non-residential areas.

My objection that Westmead Launch and Spoil site is the only Residential METRO site that has been impacted by such a lengthy disruption.

Given the Spoil handing and haulage activity alone is a large contributor to dislocation and decrease of amenity for the community.

Aside from the Road dislocation of this activity Its safety aspects of the Haulage site and routes being next to The Westmead Public School and the use of Hawkesbury Road. Hawkesbury road route has already scored a performance F on its ability to handle the current traffic volumes at times throughout the day especially at the Coleman St, Bridge Road combined intersections.

Adds to the significant impacts on the community amenity that is already impacted by the ongoing Westmead Health & Research Precinct construction and operational activities of a principal Health amenity in the suburb that have no end date! This along with the issues with the lack of cycling infrastructure on the Haulage route and the Station access issues that I have already comment on. reveal that this lenghtly period of works, is a large impost on the residential community of Westmead



Objection: Is there is a reasonable alternative to shorten timeline of works and the impact of this project on the residential area at Westmead, That are already available in the Projects listed sites

The Major disruptive component of Stage 1 Is the lengthy schedule of spoil disposal out of Westmead site. This could be easily decreased by using the service site (ventilation and services shaft) and adjacent to the casting yard, Particularly in the vicinity of the stabling yards at Clyde Rose Hill. And so, the use of the adjoining stabling site as spoil transhipment site is an alternative site for this for part of the Stage 1 spoil removal!

Given that all the spoil from tunneling east of that site is proposed to travel by conveyor or other means to Westmead, It could rather be transshipped at Clyde. this could possibly entail simply an adjustment in the Portal hole diameter, to fix the outgoing spoil elevator to skirt the access for the casting and storage of the segments its providing tunnel lining segments for the remained of the boring of the eastern section toward SOP.

The reduction in spoil moving through the Westmead site has an obvious effect of lessening the level of disruption at Westmead. This alone could produce a savings in the overall project time including the road header tunnels turnback tunnels to the west of Westmead Station box. Realigning the schedule to have the effect of making the total time and volumes of spoil removed through this residential site

Potentially significantly decreased resulting dislocation of the Westmead site activities by up to a year in time and the reduction in volume of excavated materials along the Hawkesbury road corridor by more than 50%. Stage 2 works are less disruptive than the initial tunneling and lining works at that site!

The EIS documents doesn't clearly define the use of the Haulage route, its not just outbound activities,such as removal of Spoil and tunneling material.
As its the major activities, Delivery to site of major elements, such as the launch site of the twin TBM's which come as multiple segments to the site over a period of nights By Semi trailers , along with the road headers and the daily shipping of tunnel segments that go to line the tunnels. These Don't seems to not made it as part of the Words in the volumes of documentation as clearly as it could have been.
These are the impacts on the site but seemed to assumed and so consequently missed by readers of the Documentation.
As they are the disruptive elements to the immediate surrounding residential area and those who are in the adjoining residential suburb, that particularly use Hawkesbury road etc.

Kim Riley Westmead

It is hard to conceive of this project omiting a station at Rydalmere in particular, or Ermington. Given the industry and academic institutions including Western Sydney University and access to the Carlingford line, eventually possibily to link to Epping, it is hard to ignore the desirability of a station at Rydalmere. It may also serve the developing areas of Melrose Park and Ermington and relieve congestion on Victoria Rd at West Ryde with the ability of these potential customers being able to travel west to Rydalmere even if going into the city rather than the difficult access they will have if there is no adequate alternative in that area. Also providing ready access to Parramatta and Westmead hospital.

As a local resident in Grand Avenue Westmead, I am concerned with the realignment of Grand Ave to become a major thoroughfare between Hawkesbury Road and Bridge Roads. Grand Ave is used as a walking route for school children attending Westmead Public School and more traffic would increase the safety risk to children and their families.

Regarding Section 11.6.3 of the EIS, I request that an alternative route be used for truck movements to minimise traffic and noise and increase safety. A more appropriate route would be to use Alexandria Avenue, which has a railway line adjacent. The impacts to residents on this route will be less. The presence of tracks on this road would be increase the risk to school children attending Westmead Public School . Parents park on the road to drop off and pick up their children from the school and the presence of trucks on this route would increase to the risk of an accident.

I am concerned about my property, Building and contents at 31 Grand avenue, Westmead, NSW-2145 due to Sydney Metro West project at Westmead with underground tunnelling and station excavation impacts on property. Please let know the procedure and application process to make a submission for any damage what so ever that may cause to my property due to Sydney metro west works at Westmead, NSW. Thanks and Regards, Nehru Athota, Date: 12-Jun-2020 11:37 A.M

I wish the project to proceed without the addition of further stops. It takes so long for western Sydney residents to travel to the city. At last we have a project that favours the west. We pay more and take longer to go to work. So, NO MORE STOPS

It would be appreciated if our submission can be discussed in a meeting with a representative of the project.

Please see my attached concerns and questions in the attachment below.

Suggest to maximise the return on investment and defer some of the large expenditure of Metro West the NSW government consider selling the air space above stations to suitable private developers for housing, office and retail tenants. . . win .. win .... nothing new here this has already being done at other Sydney stations ...
If not in future there will be those (politicians) asking the hard questions as to why not pursue this on behalf of all NSW tax paying citizens.. Kind regards .. Andrew

Please see attachment.

10.6.20
Re: Metro West/ North Strathfield Interchange
To whom it may concern...
Why is this the chosen route?
The route identified in this plan, is nothing more than a cynical attempt to cater to the Parramatta Road Transformation Plan and therefore over development of these areas. It is a bandaid solution! West Metro will be at and above capacity by the time it is built due to the over representation of the route area indicated for development and population growth which is POOR PLANNING.

North Strathfield is 15 minutes from the city and well resourced with public transport options. There are many other areas with no access to transport that need this transport model.

How does this distance justify a new metro let alone the interchange station, when other areas are in DESPERATE NEED OF TRANSPORT INFRASTRUCTURE such as NEWINGTON, SILVERWATER, CONCORD HOSPITAL, FIVE DOCK, DRUMMOYNE, VICTORIA RD, ROZELLE etc...
Newington, Wentworth Point, Concord, Concord Hospital, Strathfield(T1 Interchange) or Burwood (T1 Interchange), Five Dock, Drummoyne, under Victoria Road, Rozelle, Balmain then onto the Bays Precinct then the CBD.

Is the Metro West to be used as as a catalyst for increased density?
Our area has been rejected as unsuitable for high rise development. (Urban Growth, May 2016).

As existing residents, we are very concerned when we see “developer spin”such as this on this site ...
“The metro station will help service the growing Homebush precinct and complement local placemaking strategies to revitalise public spaces and attract new businesses and residents, building on the vibrancy of this growing hub”
Metro West must to seen to acting in a transparent manner and not working in the interests of developers as is evident in the above spin.
We do not want another Epping ie: surround the interchange with as much high-rise density as we can, scenario in North Strathfield.

How do existing North Strathfield residents fit into the development of Metro West?
Don't destroy existing communities or existing environments when laying out the Metro West. Respect existing R2 zoned homes, heritage, community and green space and trees. We are well served by a number of train stations and the only way to reduce congestion is to stop the unworkable densities being built around North Strathfield such as along Parramatta Rd, Strathfield, Wentworth Point and Olympic Park etc...
Don't surround the West Metro with canyons of high-rise!

How would parking issues be addressed for all additional commuters and therefore cars coming to use this metro station at North Strathfield?
Our local streets are parked out here with commuters coming in from surrounding areas to use Nth Strathfield Station on a daily basis NOW. Our streets are also too narrow to manage any further increase in traffic movements/congestion. They do not cope at present levels. Where will commuters park in North Strathfield?

Why do the Heritage Gardens at North Strathfield Station need to be removed?
These gardens are a significant feature of the visual character of North Strathfield Station and are therefore important, that’s why they are heritage listed gardens. These beautiful gardens are the first thing you see before entering the station stairs. Do not remove or reduce the in size as this detrimental to the character of the area. This must be re thought and the proposed bland entrance must be redesigned as it does not represent anything or link to the existing structures at North Strathfield station. A more seamless integrated design is needed or nothing at all as there is no architectural merit to what has been shared in the presented illustration.

How will Metro West limit damage to the environment?
Due to the challenging topography of North Strathfield, where will the Metro West run and what environmental havoc will it cause? We have flooding issues in our area, along with the protected Mason Park Wetlands and bird sanctuary near Powell’s Creek, with already heavily used walk ways/bike lanes and green spaces surrounding many homes along Powells Creek.

Where is the business case for the West Metro?
How much will it cost to build and is it fully costed and funded?


Sincerely,
Save North Strathfield Residents Action Group
30 members at last count...
Names / addresses withheld for privacy and safety reasons.

also a member of the peak body
Save Sydney Coalition
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13 June 2020
SYDNEY WEST METRO - RYDALMERE STATION
I am at a loss as to why the Sydney West Metro has rejected the proposal of having a Metro station at Rydalmere, for the following reasons
WESTERN SYDNEY UNIVERSITY is literally a hop skip and jump away from where the proposed Rydalmere Station was supposed to be located.
"Parramatta is rapidly becoming the heart of Sydney’s business, creative and cultural landscape. Western’s Parramatta campus offers cutting-edge facilities and technology. Gives access to world-class academics. Connects you to the epicentre of a future yet to be imagined."
A Metro Station at Rydalmere would provide easy access to all students that wish to attend WESTERN SYDNEY UNIVERSITY.
As a local resident I have seen WESTERN SYDNEY UNIVERSITY grow physically in size with several new multi-level buildings, housing an increase number of students.
I have also seen an increase in the number of students driving their cars to WESTERN SYDNEY UNIVERSITY. and parking and clogging up our nearby streets.
Surely if these students had access to the Sydney West Metro they would leave their cars at home and catch the Metro.
In addition for all those students who find WESTERN SYDNEY UNIVERSITY hard to get to i.e. catch a train to Parramatta station then catch a bus to WESTERN SYDNEY UNIVERSITY Campus, the Metro would provide an opportunity for easier access to WESTERN SYDNEY UNIVERSITY.
AGEING DISABILITY AND HOME CARE RYDALMERE CENTRE & MACQUARIE BOYS HIGH SCHOOL REDEVELOPMENT
There has been a number of proposals to redevelop the former Ageing Disability and Home Care Rydalmere Centre & Macquarie Boys High School with a 3000 High Density Residential unit Development. Under the proposal, all current buildings would be demolished to make way for 11 residential and three commercial blocks — accommodating up to 6200 people.
The 19.4ha site, which encompasses the former school as well as an expansive Ageing, Disability and Home Care (ADHC) facility, is slated for transformation into a high-density residential “urban garden” with up to 40,000sq m of commercial and retail potential.
This site is merely a few hundred metres from the proposed Rydalmere Station.
It is only a matter of time before the proposed 3000 High Density Residential unit Development, is approved. There is a potential to have approximately an additional 6,200 (2 people per unit) commuters utilising the benefits of the Sydney West Metro.

UNFORTUNATELY IT IS PAINFULLY OBVIOUS THAT THE PEOPLE IN CHARGE OF MAKING CRUCIAL DECISIONS, HAVE NOT TAKEN INTO ACCOUNT THE EXISTING AND FUTURE NEEDS OF THE COMMUNITY BY HAVING A SYDNEY WEST METRO STATION AT RYDALMERE.

I object to the project in its current form, as I believe there are numerous concerns and impacts the project will have that hasn't been sufficiently addressed.
I have outlined these concerns and impacts in the attached document.