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

As a resident of 32 Callan Street Rozelle NSW, I firmly oppose the Sydney Metro West Project due to its complete failure to consider the cumulative environmental impacts upon the residents of our street. Callan Street is being used as the main power supply route for multiple projects and will be subject to multiple major excavation exercises as a result. This is completely unacceptable as these concurrent and consecutive works will result in significant risk to the health and safety of all residents on Callan Street.
Sydney Metro West proposes to locate a 33KV high voltage power cable within Callan Street.
I demand that the Sydney Metro West project not be approved unless the route for this cable is changed to completely avoid Callan Street.
1. Concurrent/consecutive works affecting 32 Callan Street.
I believe that the cumulative impacts of multiple State Priority projects including that of the Sydney Metro has and will have significant and deleterious short and long term impacts upon the residents of Callan Street.
The projects that will have an adverse effect on 32 Callan Street residents are:
 Westconnex – relocation of Balmain Sewer – Trenching, Saw Cutting, rock hammering performed over a 7 week period in Q1 of this year.
 Westconnex – installation of Sydney Trains Pilot Communications Cable – trenching, saw cutting, rock hammering to be performed in August 2020 over a 3 month period
 Westconnex – tunneling below Callan Street at McClear Street – only 8 metres below the ground surface – late 2020/early 2021
 Westconnex – 24/7 works along Victoria Road to build the tunnel portal, ventilation system and associated structures – now until 2023
 SYDNEY METRO WEST – installation of 33KV high voltage power cable – trenching, saw cutting, rock hammering over a 3 month period – first half of 2021
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Sydney Metro – submission by the residents of 32 Callan Street, Rozelle, NSW
 Western Harbour Tunnel – installation of high voltage power – trenching, saw cutting, rock hammering – 2021
 The Bays precinct urban transformation – installation of high voltage power – trenching, saw cutting, rock hammering
2. Lack of cumulative impact consideration in the EIS A. Map of cumulative works
B. EIS information
 Appendix G in the Sydney Metro West EIS identifies the need to consider cumulative impacts of multiple projects. The map on the following page, which is part of Appendix G, illustrates that the impact upon North West Rozelle and in particular, Callan Street has not been considered. In addition in section 17.16, ‘Social Impacts’, there is no reference to the cumulative impacts of the bay precinct upon residents of NW Rozelle and ignores the real health and safety impacts upon this community.Sydney Metro – submission by the residents of 32 Callan Street, Rozelle, NSW

3. Short term cumulative impacts upon residents during construction 1. Health impacts
 Mental and physical health issues caused by repeated excavations of Callan street – at least 6 separate major excavations over many years. These include headaches, anxiety, suicide and depression, nausea and fatigue;
 Repeated exposure to high decibel noise from concrete saws and rock hammers causing disruption of daily life and mental stress;
 The impact of dust plumes to health and safety of residents, including inducing symptoms of coughing, dry throat, eye discomfort and asthma attacks;
2. Physical Impacts
 The impact of liquid spoil from saw cutting peppering the façade and fences of properties with little or no remediation by contractors (see below photos from recent Westconnex work);
 Restricted access to our homes for both residents, trade deliveries and visitors due to construction barriers and street closures;
 Restricted parking during construction limiting the ability to park on our street and near our homes, resulting in residents being forced to park in nearby pay for parking streets.

Sydney Metro – submission by the residents of 32 Callan Street, Rozelle, NSW
 Restricted traffic access to Callan Street and surrounding streets causing dangerous condition. This is demonstrated in that the legal street traffic width is 2.9 metres on Callan Street whilst the average large truck is 2.7 metres wide.
 Callan Street is the designated cycle and pedestrian route for the entire area further adding to the complex and difficult environment in the street.
 Callan Street is also a designated and posted speed limit of 10 km/hr ‘shared zone’ ,where pedestrians have right of way, thus any construction adds to the potential dangerous conditions for both residents and people walking in the street.
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Sydney Metro – submission by the residents of 32 Callan Street, Rozelle, NSW
3. Financial Impacts
 Disruption to businesses and loss of trade for residents who conduct business from home in Callan Street, for example
o #13 where two tender writers undertake business tender writing 3 days per week;
o #17 where a Music teacher has her studio and provides tuition during the day 5 days per week;
o #21 where a business consultant undertakes his work 5 from home days per week;
o #24 where an Artist paints in his studio and conducts on line tutorials as a university tutor
o #48 where a Food Technologist undertakes consulting work from home and online 5 days per week etc.
 Damage to homes due to repeated high levels of vibration caused by excavation and in conjunction with the underground Westconnex tunneling on Callan Street (only 8 metres below nearby houses);
 Impact on the value of homes as a result of the construction work, as some residents will need to move homes during this period thus the value of homes may be materially and adversely impacted by construction;
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Sydney Metro – submission by the residents of 32 Callan Street, Rozelle, NSW 4. Long term cumulative impacts upon residents post construction
 Mental and physical health issues caused by repeated excavations of Callan street;
 The impacts of the inhalation of dust particles during construction particularly for vulnerable people. This includes silicosis, asthma and cancer;
 The long-term impacts of Electro Magnetic Radiation from multiple high voltage cables. This includes an increased risk of childhood leukemia. In addition there may be increased health risks to vulnerable people including our elderly neighbours with pace makers.
5. Mitigation Requirements
In the event that this project is approved without eliminating all works on Callan Street we seek the following conditions:
• Relocation to alternative accommodation to all those on Callan Street who seek it whilst construction/noise is impacting the street (including pet friendly accommodation, family friendly accommodation, and special accommodation for disabled residents) with a minimum relocation period of one continuous week.
• Relocation of businesses operated out of homes to temporary office or studio spaces (for example music studio for teaching music lessons, artist studio for painting, home office for teaching uni classes) with a minimum relocation period of one continuous week. Relocation includes covering the cost of services required to conduct business (e.g.: phone, internet, couriers).
• Installation of temporary/permanent sound proofing measures to homes where residents are unable to relocate.
• Appropriate compensation for people who are unable to vacate their properties during the construction.
• Impacts are to be minimised through the provision of HIGH sound barriers around the work site during construction, and sound deadeners over generators.
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Sydney Metro – submission by the residents of 32 Callan Street, Rozelle, NSW
• Stationary construction vehicles should be placed at a minimum distance of 3 metres away from homes to mitigate the effects of noise and vibration.
• Effective noise cancelling headsets to be provided to residents.
• Houses are to be professionally cleaned daily after work concludes to
eliminate dust and debris (including solar panels on roofs).
• Dust proofing must be applied to windows and doors of houses with
mobile air conditioners and air purifiers installed during the time of
construction.
• Work is to be limited to Monday to Friday and no work permitted on
holidays.
• Notification of commencement dates for the work shall be provided
no less than 6 months prior to the work commencing.
• Notification shall be provided to all residents of Callan Street on a
weekly basis starting 4 weeks prior to and during construction to advise of when and where work will occur plus identification of type of work and parking/traffic restrictions.
• Extraordinary notifications between weekly notifications if any plans change.
• Notifications to specific households on work that will directly affect them (i.e.: work taking place directly in front of their house) – notification to occur two weeks in advance and daily updated if timing changes.
• Working hours are to be limited to between 8AM and 3:30 PM with one hour respite periods every two hours.
• Construction vehicles and staff vehicles are not to be parked on Callan Street, or McCleer Street during the construction period.
• Guaranteed access for customers who must access local businesses on Callan Street.
• All road surfaces on streets where work occurs are to be patched daily in a method that provides a safe surface for cyclists and pedestrians. Once work is completed a new, smooth road surface is to be installed.
• A regular weekly meeting shall be established between Transport NSW, their contractors and representatives of Callan street to review progress and discuss any issues.

Please see here: http://davidthorp.net/transport-plan/sydney-metro-hst

Whilst I am supportive of this project as it will provide connectivity to Rozelle and Balmain which have limited public transport, I have two main comments:
1) As a resident of Rozelle, it is critical that the Bays Precinct station is made as connected and accessible as possible to the existing residents of this area. This includes a pedestrian connection to Mullens St and Roberts St (I saw that Figure 7-9 mentions a "Potential Connection" which would be very important to include in the project). Also, connection to bus routes, cycling etc would be very valuable.
2) The traffic associated with construction should AVOID using the intersection at Robert St and Victoria Rd, which is a nightmare at the best of times. It is also one of the few ways in and out of the Balmain peninsula. There is a Bunnings which has been approved near this intersection which will make traffic congestion worse.
Many thanks.

Please refer to the attached letter.

We live close to the West Connex destruction. We objected to this. We have been bombarded by road works everywhere and road closures and noise and lights night after night after night - until at least 2023, or so I understand.

I am no longer able to walk/cycle to my work in Glebe. I understand my walk along the harbour edge will be replaced with a walk/cycle underground- as if anyone would choose to walk/cycle underground (which must surely contravene safety rules). I do not know the details of this becasue nothing has ever been shown to anyone. The communication stopped from WestConnex because of Covid - although the work continued.

This 'Bays Precinct' project has come out of nowhere with little to no consultation. Ownership of the site was moved from Urban Growth to ....? with no consultation. Now suddenly there will be an underground rail system connecting places that are already connected. The train from Parramatta into the city already exists, why would anyone want to go from Parramatta to the Bays where there is nothing - where it seems you will be required to change to get into the city. We will now have a road that does a similar thing (we already had this but we have another useless infrastructure project costing billions).

Why don't we wait and see if all of this is sufficient, given that people are likely to spend more time working from home from now on because of experiences out of the pandemic?

We have countless mindless projects that the Berijiklian Government is undertaking (the stadium, the Powerhouse Museum, WestConnex) - all of these are badly planned with ballooning costs and little indication that anything is learned out of the mistakes made. Should I mention the light rail that was a billion dollars over budget, at least a year over time and continues to be under-utilised?

I have yet to understand how we will get into the city from Rozelle/Balmain if we were to drive and I suspect it will take us a lot longer once the WestConnex is completed - is this a good outcome? Not that I can see.

Let's pause a moment - give the local residents a chance to have some good night sleeps for a year or so and catchup, re-assess and then re-look at how things are, once the West Connex has been completed.

One of the original tenets of project management was that time spent planning and designing were always worthwhile. It seems this has been forgotten - so little time is spent planning or designing and we are left with this mess that we have with every one of Berijiklian's project which are ill-conceived, over budget and over time.

STOP please and let's reconsider this. I know that listening to people is not one of this government's strengths but please listen this time!

I am a member of WalkSydney Inc which promotes walking as active transport. The proposed 'Bays' station on Sydney West Metro should provide for pleasant, safe and direct pedestrian access from the adjoining suburbs of Balmain, Pyrmont and Rozelle. To connect with Pyrmont the Heritage Glebe Island Bridge should be recommissioned. It would provide safe and level access to the station for pedestrians and cyclists. Without provision for this pedestrian access, nearby residents will not be able to use the station. It is impractical, too inconvenient, too uncomfortable and too time consuming to use Anzac Bridge as such pedestrian access.
To access Balmain and Rozelle, safe, direct and pleasant access should be constructed. A set of traffic lights which favours the vehicular movement on the arterial roads is not a solution.
The COVID situation has demonstrated that more space for pedestrians and cyclists is required and this access should be a focus of the design of the stations.

The deliberate omission of useful interchange points between CBD and Westmead seriously impairs social and economic benefits. A station could easily be built at Leichhardt on the existing route with direct interchange to Light Rail and major bus routes, 440 & 445. The Light Rail already grievously suffers from lack of ready interconnectivity along most of its route.Likewise omitting interchanges at Strathfield and Parramatta shows complete disregard for users of the rest of the Sydney Trains network. The N Strathfield interchange will only benefit the already highly advantaged residents on the main north and north west metro. Will all trains on the main North now halt at Strathfield N and the main west at Westmead in addition to Strathfield and Parra respectively? This is the only way meaningful utility for this line can be secure with a time penalty across the whole existing network.. If N Strathfield is to remain then a dedicated rail shuttle needs to be installed connecting Strathfield station to it. Get the environmental and social benefits of this project right by installing a station at Leichhardt and Strathfield. Use this line to connect the entire city to the west, not just the CBD, small arbitrarily selected pockets of the inner west and residents on the main north line.

Since I live near the Bays, all of my comments are concerning the Bays Station and construction at the Bays.

Comments on the Bays Station:
- The surface location of the Bays Station is subject to large amounts of noise and air pollution due to proximity to the Anzac Bridge.
- As such, this location is not a great place, even if it works well for tunnel alignments. People will not spend time here. It will be like the eastern edge of Barangaroo, people will exit the area as soon as possible.
- It is very important to offset these negative aspects of the place by allowing customers to enter and exit the station as far away as possible from noise and air pollution.
- I would like to see extended tunnels from the station allow entrance and exits to the Bays stations from Robert Street, Rozelle; Maritime Circuit on Rozelle Bay and closer to the Glebe Island Bridge. These would widen the area from which users could access the station and minimise the air and noise pollution that customers would be subject to. It would reduce the number of roads that will need to be crossed to access the station and would facilitate a closer connection with the Rozelle Bay Light Rail Station.

Comments on Construction at the Bays Station:
- Given that the Anzac Bridge is one of the busiest roads in Sydney (in the country?) and increased traffic is coming due to WestConnex, etc. I am shocked by the decision to remove so much spoil from the Bays. Why not remove the spoil at the Sydney Olympic Park end instead where there is less traffic?
- Removing spoil 24x7 is simply too much to force upon local residents who already feel the effects of the noise and air pollution due to construction of WestConnex, Western Harbour Tunnel, Concrete Batching Plant, White Bay Cruise Terminal and now this.
- Both the amount of spoil being removed and the 24x7 schedule is incredibly insensitive to local residents given all of the cumulative impacts in the area. The EIS pays lip service to considering cumulative impacts but then does not consider them in any detail. I cannot support the EIS due to this glaring omission.
- The additional power needed for construction is a huge missed opportunity to provide permanent high voltage power to the area that can have multiple uses including Shore Power for White Bay Cruise Terminal and for the future construction at White Bay Power Station and Glebe Island. I am surprised that the Concrete Batching Plant does not need high voltage? Instead of temporary cabling being run from a substation a few kms away, why not install a permanent solution and avoid wasted effort?

Please see attached submission in support of original submission showing location and impact on Estate.

Please see attached submission

24 June, 2020

Planning and Assessment
Department of Planning, Industry and Environment
Locked Bag 5022
Parramatta NSW 2124


Sydney West Metro – State Significant Infrastructure SSI-10038

The National Trust of Australia (NSW) lodges a submission on the potential heritage impacts on the Parramatta area, associated with the construction of the Sydney West Metro.

The Trust understands that the proposed tunnel route passes through Parramatta Park which is State, National and World Heritage listed and is in proximity to the National Trust’s own property Old Government House. Old Government House sits within Parramatta Park. The Park was established in 1858 on the site of the former Parramatta Government Domain. Old Government House is the former "country" residence used by ten early governors of New South Wales between 1800 and 1847.

The Trust seeks assurances that there will be no adverse impacts on Old Government House and the historic landscape of Parramatta Park.

The Trust also understands that, based on analysis of the existing Parramatta archaeological zoning and management plans, the project area could include State significant early colonial evidence in the form of convict huts and occupation evidence of early settlement.

It is also likely to include the highly significant c1860s Ritchie Iron works, which may be of interest as an industrial archaeological site. These remains are referenced in Archaeological Management Unit 3075.

The Trust also has concerns of the heritage impacts of positioning the new Parramatta Metro station in the centre of Parramatta. The location is likely to require full archaeological salvage of any remaining historical archaeological resources in that area, which are assessed as both highly significant and very rare in Parramatta.

While in situ retention of archaeological evidence is proposed, this is highly unlikely to be a feasible option from a construction perspective, even if it is included as a project commitment.

The National Trust is also concerned at the direct impacts of proposed tunnelling on the Parramatta Roxy Theatre which is both listed on the National Trust Register and listed on the State Heritage Register. Chapter 12 of the Environmental Impact Statement (Non-Aboriginal Heritage Settlement Impacts, page 12-3) indicates the following impacts on the Roxy Theatre – “Settlement of 25 millimetres resulting in possible superficial damage which is unlikely to have structural significance”.

The Trust questions what monitoring will be put in place to determine the impacts to this rare and historic theatre?

If superficial damage or even significant structural damage does occur, how will that damage be rectified and the rectification funded?

The National Trust is also concerned that once the tunnelling is approved and constructed the above ground stations may be so designed as to require the demolition of heritage listed buildings as has occurred in the Sydney CBD. An apartment building at No 7 Elizabeth Street, Sydney was the only remaining residential block in the CBD that was built between the two world wars.

The 10-storey building was designed by the well-known architect Emil Sodersten. Its interior design was done by Marion Hall Best, who had significant influence in the postwar period.

7 Elizabeth Street was demolished for the metro construction through the Sydney CBD.

The Trust strongly urges that Sydney West Metro station design and placement be carefully designed so as not to impact adversely on rare historic and architecturally significant buildings.

Yours sincerely,

Graham Quint
Director, Conservation

Thank you for your consideration of my response to the Environmental Impact Study for the Sydney Metro West Project. My comments are specifically for the Five Dock Metro Station. I have been a property owner and resident within Five Dock for the past 8 years. I specifically live with my young family in the Pendium Apartments (entry located 4-12 Garfield St) overlooking the soon-to-be Great North Road site. My children also attend Five Dock Public School, located close by the station site. Overall I feel the Sydney Metro West project is long overdue, it will be a vital piece of Sydney infrastructure that will hopefully revolutionise my suburb into a vibrant hub of the Inner West. I do however have some comments I’d like to be considered for the construction phase of the project.

I have concerns in regards to noise transfer. As mentioned, the building we reside in overlooks the building site on Great North Road; and Five Dock Public School is located close by. In my opinion, the use of hording alone to physically surround the site perimeter will not be sufficient to dampen the noise disturbance. I strongly advise the use of sealed acoustic sheds on both work sites at Five Dock to dampen the noise and dust transfer both horizontally and vertically.

As you are aware, Five Dock is a small suburb with one major road though fare; and the local surrounding streets are very narrow. Traffic is particularly terrible during peak times and parking within Five Dock is already at a premium.
The number of truck and light vehicle movements during construction will cause a considerable impact on our already stained infrastructure. I highly recommend to reconsider the stance of “No proposed traffic or public transport changes”. We have already lived through the recent WestConnex tunnelling project which caused significant flow-on gridlock traffic, particularly during peak times. The other point in regards to traffic is in terms of pedestrian safety. There are a number of pedestrian points along Great North Rd which are highly utilised, particularly by school children and elderly residents. The concern is the increased traffic movements also increases the risk of pedestrian accidents to occur.
In terms of parking, both construction sites within Five Dock will be temporarily removing 22 on street parking spots. Parking within Five Dock, whether its on-street or carparks is already at a premium. I strongly recommend to instil a “Park and Shuttle” service to transfer workers to the Five Dock sites.

Is the building located at 4-12 Garfield St Five Dock (Pendium Apartments and Five Dock Square), listed for a property condition survey, and when will this likely to occur?

I'd appreciate if you consider my comments and respond to my above question.
Thanks
Five Dock Resident.

More destruction for a service that is not wanted or needed. The tram lobby has a lot to answer for.

Request for pedestrian crossing on Harris Road at the end of Garfield Street (Five Dock) to reduce risk to the Five Dock community during the construction of the Five Dock Metro.

Date: 25 June 2020

Cost off Project/Funding

This is a very large project and the ongoing costs will be enormous for the people of NSW now and a long way into the future and therefore it is critical that the government gets this project right.
As far as I am aware, there has been no cost analysis / business study released/issued by State Government for the public to review.
The project has not been fully funded as yet - The state government has not announced where the money is coming from. There has been no announcements by the Federal government to assist in funding this project. If the project costs up to $20 billion for approx 20kms of metro tunnel that is approx $1 billion per 1 km, and therefore approx $1 million dollars per one metre of line.

Proposed Location of Line and Stations:

The proposed alignment is almost following the current railway line from Westmead to the City, except for the deviation to The Bays (and possibly Pyrmont). I believe it would have been better for the metro to service suburbs that do not already have a railway line. Sydney Olympic Park already has a station. Why is this not being utilised?

The chosen locations of the metro stations will result in long distances between some stations. Potentially as long as 7km between Parramatta and Sydney Olympic Park or 5km between Five Dock and the Bays Precinct. However, within the Canada Bay LGA there are three stations within approx 3 kms. Yet there are many other suburbs calling for public transport including Wentworth Point and Silverwater/Newington, and suburbs in the Ryde locality, yet these areas have been totally overlooked in the proposal.

North Strathfield metro station is too far along the T9 for a viable interchange. It is only one stop from the current interchange of Strathfield Station. Therefore not a lot of time will be saved for commuters wanting to go to Parramatta or coming from Parramatta to make the connection with the T9 line to travel towards Hornsby.

There should have been a direct railway link from Parramatta to Epping completed that was proposed sometime ago. The Parramatta light rail is only going to Carlingford, but would have been better for it to be extended to Epping.

The proposed interchange would be better off at Strathfield Station, where there is a connection to a number of railway routes, e.g. T1, T2, T3 and T9, and the inter-city trains.

Why is the proposed metro station called Burwood North? There is no ‘Burwood North’ suburb. The proposed location for the main part of this metro station is in Concord, so why isn’t the station called Concord? This would better differentiate between the metro station from the Burwood Railway Station, which is only approx 800 metres away. Is there a need to have a metro station so close to the existing railway station?

Canada Bay Local Government Area - Development

A big concern is that there will be three new metro stations in one local government area all within approx 2-3km which would lead to total over-development of this already developed LGA. Canada Bay LGA already has a number of high-rise development areas including Rhodes, Breakfast Point, the proposed developments at Rhodes East, the Bushells site on Burwood Road and possible rezoning of industrial land at Concord West for residential development.

The proposed new metro stations at North Strathfield, Burwood North and Five Dock will add to over-development in three more suburbs in Canada Bay; this will not only affect the residents in areas in close proximity to the new metro stations, but also neighbouring suburbs, particularly due to increased traffic, more parking problems and the loss of local neighbourhood amenity.

Canada Bay is already serviced well by public transport with the current railway stations and numerous bus services that connect residents with many areas of Sydney.

North Strathfield Metro Station

I am concerned about the impact to property due to the construction of the station and vibration from tunnelling, including possible cracking. The tunnelling is at a very shallow depth at the North Strathfield site, therefore will have a greater impact on nearby properties. Additionally, noise and dust impact could be potentially quite severe according to the EIS documents. Why is there no acoustic shed being built over the construction site of the North Strathfield metro? Other stations will have sheds built over the top to minimise noise, dust, etc. to neighbouring properties, so why not North Strathfield?

There is advice in the EIS documents that some properties will be surveyed prior to construction commencing. When would I be advised if my property will be included in this process? If there is not going to be an assessment undertaken by Sydney Metro, do I then arrange to have my own survey/assessment done on my property in the event that there is damage to the property due to the construction, or tunnelling or rock breaking. If problems arise, what is the recourse/process to have damage rectified by Sydney Metro?

Will North Strathfield Metro Station be fully underground. Once the cut out and tunnelling is finished what is involved in the ‘cover’ of the station and will it be fully covered? What is included in and what is the timeline for Stage 2 of project ? Are there any plans available yet for this next stage?

Current and Future parking

Parking during construction would need to be well-managed. Off-street carparking for metro staff is critical. There is currently not one dedicated commuter parking spot at North Strathfield, only a disabled spot. All commuter carparking is on-street parking which is already at capacity around the station. The streets are full of commuter carparking by 7am each morning until 7pm. As there is currently no parking at North Strathfield station, what, if any, are the plans to provide parking near the station when the metro is finished?

Access and entry

The proposed entry to the Metro will be via Queen Street. Is this going to be the only entrance to the metro?

There was discussion in the early planning stages of a link to the metro station from the Bakehouse Quarter area on George Street North Strathfield. Is this still proposed? Access should be provided to this area as this George Street precinct is the growing area of North Strathfield including it being an employment, entertainment, and shopping hub. An entrance from George Street would be more beneficial to residents along Parramatta Road, with all the high rise development that is taking place in that area.

The EIS states the North Strathfield metro station will help to service the growing Homebush precinct. If access to the new metro station is from Queen Street, North Strathfield I cannot see how this is going to be of any benefit for someone living in Homebush. It is too far to walk to North Strathfield from Homebush and Homebush already has a station! Generally, people will only walk 10-15 minutes to a train station. Most likely it would take longer than that to walk from Homebush to North Strathfield.

Overall, I believe that the metro will be needed into the future, but do have concerns about the proposed alignment and station locations, and the overall cost to the NSW taxpayers.

Thank you for taking my comments into consideration.
E Hopkins

I support the project with a station at North Strathfield in particular

Dear Sir.
Given the number of different issues, I have to register a general objection to the project.
The issues are the same as made on the earlier metro lines in Sydney.
Fortunately, these issues can be resolved or mitigated.

Recommendation 1. The NSW Government must adopt a long-term Transport Plan for NSW. This plan should be holistic, integrated, prioritised, sequential and flexible. Continuing to build expensive, isolated, short-term , inefficient and ad hoc transport projects when there is no overall plan, is not working.

Recommendation 2. The project with the highest priority should be built first. This is not the Sydney Metro West. All the alternatives should have been evaluated. Higher priorities would certainly have included Stage 1 of the NSW Fast Train (300km/h) Network, Stage 7 of the Harbour Metro, the complete Green Circle Metro, Eora Nation Metro Stage 1, Northside Metro Stage 1, construction of the eight Fast Train Stations in Sydney and construction of the major rail hub in Sydney at Redfern Interchange.

Recommendation 3. Current transport projects that are not in the overall plan need to be cancelled or postponed immediately.

Recommendation 4. Transport authorities need to study the ArriveQuickly.NSW 100-year Transport Plan for NSW. Please email for further details or to see the plan.

Thank you.
Bob Masters [email protected]

Great project and about time major investment in public transport. I support the project but request no further land is acquired at North Burwood Station, during this process, specifically for stage 3.

Kind Regards,

Todd Manor

The attached submission is provided on behalf of Inner West Council, Sydney

See attached submission lodged on behalf of Harvey Norman