The below statement was agreed to by occupants living in Lancelot Street.

Sydney Metro is proposing to use the Type 2 track form under Lancelot Street which reduces ground-borne vibration as trains pass along the track. The modelling from Sydney Metro shows that this track form reduces the predicted noise to 30-35 dBA which is marginally below the NSW Environment Protection Authority maximum of 35 dBA for residential properties.

Lancelot Street is a quiet street with low levels of ambient noise and very little road traffic. The Residents are concerned that models used to predict noise levels from ground-borne vibration, such as the model used by Sydney Metro, have inherent risk of inaccuracy, and designing the tunnels to be so close to the 35 dBA maximum would result in the sound levels exceeding 35 dBA. This would be noticeable to the residents in both daytime and night time. Of particular concern, is the model used by Sydney Metro do not appear to take into consideration the increase in noise resulting from dual tunnels under each property at close distance, and also the increase in noise levels as the train wheels and tracks start to wear, which could increase sound levels by up to 10 dBA each (ref Federal Transit Administration Transit Noise and Vibration Impact Assessment Manual, FTA Report No. 0123, dated September 2018).

The modelling by Sydney Metro also showed the predicted ground-borne noise levels if the Type 3A track form was used. This would result in much more acceptable sound levels of 25-30 dBA.

The Residents call for the Type 3A track form as a minimum requirement to be used in the tunnels under Lancelot Street to ensure vibration and sound levels remain at an acceptable level both when the Metro becomes operational, and also in future when the train wheels and tracks start to wear.

Further to the above, I have picked things at random, there are more I am sure.
Tunnel alignment depth and design has changed on more than one occasion - Who or what are we meant to believe?
The mayor of Canada Bay Council is currently before ICAC. Will he will go down? He may take Gary Sawyer (I think it is) with him. He was the general manager for a period of time. The current state member has been before ICAC and investigations to the best of my knowledge are not complete.
Both have resigned from their respective political parties.

The residents from the beginning of interaction with Metro West have asked the tunnel to be deeper than its current proposal, at a meeting at Five Dock library in March 2022 where a query on the depth was raised and why it should not be deeper, the response was ' We are building a tunnel not a bomb shelter'. I am certain no-one would currently object to a tunnel cum bomb shelter.

The tunnel alignment runs under part of Five Dock public school - Noise level issue?
Various assumption made within the overall plan are flawed - (Lane way behind current police station site to be made available by council)
Various discussions and meetings have taken place over a period of time and has not even got to first base - And what is the overall benefit of a lane way?
Five Dock will need a multilevel car park, this should have been part of the overall plan. Kiss & Ride ??....... Please kiss my ........

Extending Fred Kelly Place and widening footpaths?- Someone must be having crazy dreams, the roadway is already one lane either way in most zones along Great North Road through the town centre, various people seem to forget it is a thoroughfare and NOT a boulevard.
Example I happened to be at the traffic lights on Great North Road opposite Fred Kelly Place probably about 20 to 24 months ago, where 2 cars had a minor collision (one parked car had pulled away from the kerb and collided with another vehicle travelling in the same direction). Both drivers got out of their respective cars and started arguing with each other not giving a rat's about the vehicles banking up on the road, I could see the intersection at Ramsay Rd was blocked and there was traffic banked up past the RSL club. The traffic problem happened very very quickly, and it was a Saturday afternoon around 1.30pm where the volume of traffic is lower than on say a weekday at that time.

Imagine someone with bad intentions what they could do.
Emergency services would have much difficulty in dealing with a scenario which involves gridlocked traffic due to the single lane issue, the council also must have budding botanists within as much of the centre of Great North Road have had plants installed with high concrete kerbs so that vehicles do not drive over them, let's not mention plantings along the kerbside in various areas that have taken away parking spots, as mentioned before Great North Rd is a main thoroughfare and not a boulevard, a copy of Majors Bay Road cannot be re-created here, but I digress.

An old fella once said to me 'DO IT ONCE and DO IT WELL'. A project of State significance should have this as the absolute top priority, shortcuts will save money now and will cost much more in the future to the detriment of all.
What legacy do YOU want to leave?

From reviewing the Environmental Impact Statement, I understand that Sydney Metro is proposing to use the Type 2 track form under Lancelot Street, Five Dock which is designed to reduce ground-borne vibration as the trains travel though the tunnels. The modelling from Sydney Metro shows that this track form reduces the predicted noise to 30-35 dBA which is marginally below the NSW Environment Protection Authority maximum of 35 dBA for residential properties.

Lancelot Street is a quiet and narrow street with low levels of ambient noise and very little road traffic. Along the street, there are predominately residential properties, together with a primary school and a day care centre. I am concerned that designing the tunnels to be so close to the 35 dBA maximum would result in the sound levels exceeding 35 dBA. This would negatively impact the residents throughout the day and night. Of particular concern is that the modelling used by Sydney Metro does not appear to take into consideration the increase in noise resulting from dual tunnels under each property at a close distance, and also the increase in noise levels as the train wheels and tracks start to wear, which could increase sound levels by up to 10 dBA each (ref Federal Transit Administration Transit Noise and Vibration Impact Assessment Manual, FTA Report No. 0123, dated September 2018).

The modelling by Sydney Metro also showed the predicted ground-borne noise levels if the Type 3A track form was used. This would result in much more acceptable sound levels of 25-30 dBA.

As a resident, I call for the Type 3A track form as a minimum requirement to be used in the tunnels under Lancelot Street, Five Dock to ensure that vibration and sound levels remain at an acceptable level both when the Metro becomes operational, and also in the future when the train wheels and tracks start to wear. The implementation of the Type 3A track form would ensure that residents can continue to enjoy living on Lancelot Street without any disturbance. Further, the children who attend the primary school and day care centre on Lancelot Street would greatly benefit, as their learning would not be disrupted by any vibrations or noise from the Metro.

I object to the use of Type 2 track this project is using under my house and request that it is changed to Type 3A track.

Amendment 2: Update the design to show the track form under Lancelot Street to be Type 3A (Isolated Slab Track)
Key concerns addressed by this amendment:
⦁ Reduce the noise and vibration experienced by The Residents resulting from trains during operation of the Metro

Sydney Metro is proposing to use the Type 2 track form under Lancelot Street which reduces ground-borne vibration as trains pass along the track. The modelling from Sydney Metro shows that this track form reduces the predicted noise to 30-35 dBA which is marginally below the NSW Environment Protection Authority maximum of 35 dBA for residential properties.

Lancelot Street is a quiet street with low levels of ambient noise and very little road traffic. I am concerned that models used to predict noise levels from ground-borne vibration, such as the model used by Sydney Metro, have inherent risk of inaccuracy, and designing the tunnels to be so close to the 35 dBA maximum would result in the sound levels exceeding 35 dBA. This would be noticeable to the residents in both daytime and night time. Of particular concern, is the model used by Sydney Metro do not appear to take into consideration the increase in noise resulting from dual tunnels under each property at close distance, and also the increase in noise levels as the train wheels and tracks start to wear, which could increase sound levels by up to 10 dBA each (ref Federal Transit Administration Transit Noise and Vibration Impact Assessment Manual, FTA Report No. 0123, dated September 2018).

The modelling by Sydney Metro also showed the predicted ground-borne noise levels if the Type 3A track form was used. This would result in much more acceptable sound levels of 25-30 dBA.

As a resident of the street I call for the Type 3A track form as a minimum requirement to be used in the tunnels under Lancelot Street to ensure vibration and sound levels remain at an acceptable level both when the Metro becomes operational, and also in future when the train wheels and tracks start to wear.

Please find attached a submission which is signed by the Director of the FDPS P & C OOSH