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

I strongly request that there should be a stop at Rydalmere. (1) Otherwise a lot more people (students or other residents nearby) would have to unnecessarily travel to Parramatta to use the new Metro to the city, clogging up the the tiny city centre in Parramatta and the public transport system. (2) Further, only with good transport would you attract good teachers and great professors to work at the university campus at Rydalmere. Then you would be able to attract quality students... then you would be able to improve the reputation of the university at Rydalmere, then you would attract more reputable business to the Parramatta area at large. How do you make Parramatta a smart centre if you don't even care about the university campus here at Rydalmere. All the other eastern suburb university campuses have easy public transport stops, why not Rydalmere? Are the people in the West worth less? (3) With its current design, you are simply sending more smart people to Sydney City centre, turning Parramatta into a transit centre. Are you serious about making Parramatta a real second CBD?

I support a Metro line in Western Sydney.
I do not support the removal of the Rydalmere and Cameillia station.
These areas are medium and becoming high density.
Why are we not providing connectivity to the communities in these area, this removes a critical connection to the City?

Please consider metro stations to capture more customers in the 8 kilometres between Parramatta and the Olympic Park.

The Property Council of Australia (NSW), UDIA NSW, Urban Taskforce and the Western Sydney Business Chamber write in support of a united position that Camellia must be added as a location for a metro train station as part of Sydney Metro West.

Please find attached our joint industry submission and supporting documentation.

My concern relates to access to the Burwood North station from the northern side of Parramatta Road, from suburbs such as Concord and Mortlake. Currently there is significant peak time congestion on Burwood Rd, both east & west bound, due to the need to cross Parramatta Rd, for the residents of the suburbs mentioned, to access Burwood Station and shopping district. Obviously, the new station being on Burwood Rd will bring additional congestion with people dropping off and picking up commuters etc. This congestion will impede the flow of people getting to and from the new station as people heading for Burwood will also converge on this unavoidable choke point.
I believe public transport and car access to the new station, from the north, should be separated from the Burwood bound traffic by having a bus and taxi interchange adjacent to Loftus St near Concord Oval. This would likely require a change to the 464, 466 & 410 bus routes and possibly require a new shuttle route, that does not cross Parramatta Rd, that only services Concord & Mortlake. In addition I suggest new bike and/or walking paths from Bayview Park (via St Luke’s Park) and Mortlake (via Concord shops).
In summary, a significant effort must be made in the planning process to avoid additional congestion at the intersection of Burwood Rd and Parramatta Rd.

I am mostly all for the light rail however I do question the location of the stop at North Strathfield and North Burwood as both are located very close to existing railway stations.  Nth S and Nt B is meant to take the pressure of Strathfield station and for Nth S to serve as an interchange.  This is a false and untrue statement  as the existing Strathfield line goes to Westmead, Sydney CBD and also north to Hornsby from Strathfield station.  

It would make more sense to have stations near Western Sydney Uni and Silverwater where there is no public transport and opportunity for population growth or to move Nth B closer to Queen St so people who don't have access to any public transport do and eliminate NS station altogether.

It seems wasteful that the NS garden be destroyed again, it wasn't that long ago it was destroyed for NS heavy railway corridor widening.  

The other concern is about traffic management after the railway is built - it is already a bottle neck at George Street and Parramatta Road, Concord Road and Parramatta Rd / M4 , Wellbank and Concord Road.  As this area is slated for more and more high rise this is only going to get worse.  Normally light rail eases traffic however it is going to bring more traffic to these tiny streets and main roads.  WestConnex was meant to remove traffic by stopping the rat runs and now you are going to bring more traffic into the area.

The high rise which is being built in along Burwood Road from Burwood Station to the proposed NB station far exceeds the open space area and again it looks like packing in more people and reducing the livable floor space area.  The only green space is Burwood Park and it is already over used and the only other green space is sporting fields which are locked up for professional use ie Concord Park Stadium.

The light rail is a great idea however these two stations (NS and NB) are not very well planned in location. Do something about the open space, traffic and highrise and then you have a good solution.  We were promised Parramatta Road revitalisation with West Connex however it looks like the slums with broken footpaths, boarded up shops and unused car yards from George St North Strathfield to Burwood Road.   

I am pleased to see the proposal for the Metro West to improve transport from Parramatta through the Sydney CBD. I believe that a station should be considered for Camellia to assist with redevelopment of this urban wasteland. I do not believe a station is needed for Rydalmere, and would prefer stage 2 of the Parramatta Light Rail to be approved to improve the public transport connection from Rydalmere to Ermington and Sydney Olympic Park.

Please build a station at Rydalmere and Camellia

Invest in the future and include the Camellia and Rydalmere Stops. Camellia is an area proposed for redevelopment from industrial to residential, which will bring thousands of people to the area. So adding a Metro West stop will greatly reduce traffic congestion; also people will be able to get trains direct to the Sydney CBD. If no stop is included, then they will have to travel to Parramatta first, in the opposite direction, just so they can catch a train back to the city.
Rydalmere is also adjacent to the university, and needs a railway stop so students can easily access the university. Currently there is a lot of traffic in the area as people use there cars to access the university.

Thank you for the opportunity to provide feedback. It is relating to North Strathfield.

Thank you.
cheers,
Gary Caldarola

WESTMEAD
In reviewing this EIS they actually speak into the world of cyclists.
The cycling network in Westmead is Mostly PROPOSED in CCC area. Its Westmead unfortunately that's proposed is typical of CCC approach to Westmead area!.
There is a transport routes diagram elsewhere in The EIS documents of the propose cycle ways, What is basically overlooked in the short summary in the following EIS Table 9-13.
As you are aware, Westmead has basically, On Road non defined cycling routes except for one in PCC area
With the impacts of the ever-expanding Health research precinct, already makes it a dangerous area to cycle in, as every road has traffic and so whilst the cycling routes are on paper proposed, there is no infrastructure associated.
Now Metro West has Westmead is the major infrastructure load out point of section to Olympic park
Given that this project is 6 plus years of 24 hours 7 days a week activity it would be good it n Cyclist were not considered as truck fodder in this process or relegated to riding on footpaths to stay alive!

Its always crazy fun to ride south or north along Hawkesbury road at anytime (except right now Covid Time). this is as the report say Its even worse during the 3 peak times , School peak and hospital peak. Hawkesbury road from Darcy Rd to Coleman St , Given Westmead 3 major traffic sources within 1 kilometre plus has 2 schools along Hawkesbury rd. Including Westmead Public School [WPS] with the largest primary school enrollment in NSW and then the Darcy Rd Catholic schools add to the mix of pedestrians ,school buses and construction traffic as well as Health precinct traffic.
Grand Ave a way through to Wentworthville from WPS has little Bike amenities as well!

Its also impressively slow and congested towards the Great Western Hwy & Coleman St. Proposed to add in Two metro haul roads, that both meet [ex Westmead and ex Parramatta Metro sites] plus the endless construction traffic from Parramatta CBD and Hospital precinct. Now a known F on their Traffic performance tables!

All this makes Hawkesbury Rd and Coleman st area that is the access to the M4 Bike way scary! and many people ride through this intersection to get to Health precinct as commuters as well as Recreational cyclists.
But this is where I become a pedestrian as its not safe to ride!

Hawkesbury road has little bike friendliness. CCC has in places where its been narrowed [creating squeeze points around Ralph St and opposite Hawkesbury Heights complex].
There is No Alternate route!
Now we have a Proposal for our Major Haul road, Hawkesbury Road is already Bike unfriendly route. The duration and the frequency of traffic will be continuous unfriendly route.
Whats NEEDED is An alternate Haulage method or route!
As well a commitment to put in place cycle friendly on road infrastructure on Hawkesbury road!and grand avenue.

Rose Hill Clyde
Onto the Rose Hill Service shaft area / stabling yards at Clyde Rose Hill.
The EIS shows the removal of the Railway corridor from Clyde to Camellia [old Carlingford line route adjoining Rose Hill Racecourse to provide the access for this project!
It was touted as a potential public walkway bike way and now Gone!
The only alternative would be the proposed cycleway connection across A'becketts creek from the existing M4 cycleway to join up with Shirley St Rose Hill
Given the major works involved in reshaping access through Wentworth St and Kay St onto Erwin St is a "major deconstruction exercise" and there is no alternative given
The end product is we lost a chance to have the rerouted Kay St access way to be bike friendly and we still don't have the Shelley St cycleway!
This project will make getting from Granville south / Clyde to Grand Ave then onto Water boards Bridge crossing over to the Parramatta river valley cycleway even more dangerous than currently is.
Clyde documents show the main haul road and the greatly enlarged Traffic travelling across the existing M4 Cycleway at Martha St and Wentworth St intersection. Given that this road will also have the current traffic flows exiting from industrial areas north of the M4 that are remaining multiple warehouses and distribution facilities around Shirley st and toward the Viva oil installation. use Wentworth St rather than Grand Ave to travel West or South as well.
In the Haul route and the changing of Kay St provision for Cycling safe infrastructure is essential. Shirley St cycleway extension a joint venture with PCC, Goodman & Metro to contribute This should be part of this activity as part of the Initial works so that Stage 2 Stabling works would not interfere with this route . Reducing the period of risk for Cyclist
The two areas of M4 cyclway at Matha St crossing of Wentworth St & implementation of Shirley St cycleway need to be addressed. In the initial stage of works.

TUNNELLING
1. Tunnel route Interference with M4 EAST TUNNELS - North Strathfield Station to Shaftesbury Rd Burwood
Given that these tunnels are relatively adjoining through this area of bores 31 to 35 both sets of tunnels in similar vertical and horizontal axis and though the same geology.
Understanding that this is not a new issue for tunnelers using TBM’s. Crossrails project in London highlighted the ability to steer TBM’s through tight constricts is achievable. This would be a first here! And those constructions most of those were circular tunnels existed and the geology different.
With M4 tunnels being a dual road header tunnel verse TBM (knife handle vs knitting needle in profile) TBM being a less invasive bore! Still there are the necessary cross tunnels that are Road header created.
Still this is the area of greatest concern with the proposed route, Where M4 main tunnels and the Concord road west and east bound dive and feeder tunnels link to M4 main tunnels! The bore depth in that area varies to 40 metres but then also at Burwood North where the tunnel of M4 run less than 30 metres apart to the alignment of the Metro and the tunnel box is across the other side of Parramatta road. This is Not a road that could cope with any unexpected issues and the blasting of rock for the Station Box is an interesting proposition in this area!
Concern
It’s not the TBM driven tunnel failure that is of concern. Its more the M4 tunnel construction that is tested thought this alignment. Given any closure of M4 tunnel or Parramatta Road would be a highly Disruptive and costly activity
I question the wisdom of the alignment, given the risk of NOT achieving a clean uneventful bore and station box build at North Burwood, would make this alignment a high cost activity and potentially a cause of delay?

2. Parramatta east from Alfred St to the Rose hill Stabling Portal is also of concern.
Given this was already an area of Concern with the proposed Parramatta to Carlingford section of the Parramatta to Chatswood rail link.
If the section was TBM driven. my fears would be lesser, but the Road header dual Tunnel are likely to make the up and over the main lines. In this area more challenging and potentially lead to Delays and increased Expense at the least, From the potential of issues of water infiltration .

3. Rose Hill Shaft area.
All the previous hydrology reports for this section of Rose Hill reveal that Its challenging given 3 expected sources of flooding are part of this site. technical Paper 10. speaks into this space, the previous reports for the Viva ex Shell site all highlight that its area is a troublesome site. And we are putting a major Hole in the ground. That is to stay for the life of the metro tunnel.
Its as though we just ignored the information of the past and instead gone for a way to expedite this project.

The shaft is a Major evacuation point. as the tunnels from Parramatta to Olympic park has no other station. The next is the Silverwater Road Shaft. Given we seen with the NW metro that the reused tunnel under the Lane Cove river, even with dual backup systems, got wet in one of Sydney intense rain periods . these Intense rain periods are a mark of our climate. It was warning that we can’t accurately predict inundation. its 1% status is?

Wishing to avoid the potential of major Flooding should be a part of the Safety regime of Metro West!
Perhaps another station in between Parramatta and Olympic Park is a better alternative at this point in the project.

Stage One temporary work Westmead 9.4

Security related community concerns

A. The Indian Community particularly as well as other residents are concerned about personal and community security, The community memory lingers on, since the tragedy of Prahbra’s Murder in Parramatta Park on the way home from the Station, So, the community is concerned about, walking alone in after peak hours. So, the issues of any walkway and the site of any Bus stops need to be in plain view and well lighted.
The proposed walkway to the southern area of the Heavy rail station in lieu of Alexandra Ave, needs to be well designed and patrolled. Not just a temporary narrow pathway, it is the only pathway till 2026! 4 years + of construction.
The real Stations and Bus stop Park and ride [ unofficial - non council instigated]
The area around the intersection of Hassell and Alexander Ave [particularly No 3 Hassell St]
Is the major pickup spot for people at night. As the access then to areas south of Railway line to South Wentworthville, Hilltop, Mays hill and southern part of Westmead, Wentworthville too. As well as people that live in Parramatta LCA outside of the hospital precinct! Given that Railway Pde is effectively a dead end and awkward to exit and then there is the Darcy road / Hospital combination. So, they use Alexandra Ave & Bridge Rd to circumnavigate this area!
The access way from the station rather than having to cross the railway line twice is what makes it such a popular spot for people to Drop and pick up from.
As the stage 1 works will impact on this location. Provision needs to be made so that 24-hour 15-minute waiting zone is available.
It is a security issue for the community as the current ex service station is a very public and very Visible location. Brings some element of security for those who kiss and ride. especially those in CCC LGA!

Unfortunately, the CCC area, has a lack of community facilities. Or infrastructure responses to create a safe or positive environment!
Refer to Part C Table 9 – 12 Bus stop Locations
location of bus stops on Alexandra Avenue between Hawkesbury Road and Hassall Street to the east of the Alexandra Avenue/Hassall Street intersection for the duration of Stage 1 construction. The final location of these bus stops would be determined as part a future stage
Part c 10.10 table Minor temporary impacts as bus stops on Alexandra Avenue between Hawkesbury Road and Hassall Street would be relocated. Some customers may be required to walk an additional distance to alternative bus stops. The location of the relocated bus stops would be determined in consultation with Transport for NSW, City of Parramatta, and relevant bus operators.
It is not clear why Metro would Want to move the Current bus stops further east of their current location past Hassell st The ideal place would be in Hassell St in the area adjacent to the existing service station No3 Hassell St and the westbound stop before the common driveway for No 12 Hassell St.
Given the Bus stops have two purposes:
1. Access to the station and Ashley lane
2. Access to from the area South of Railway within CCC LGA and what’s it got to do with PCC? 10.10?
I expect that removing existing Bus stop infrastructure, would result in a reuse of the existing shelters, Given metro reuse policy! And, the removal of one street tree from in front 10 Hassell St so that the area is made safe – Highly visible to passers-by and road users.
Given the removal of the existing buildings on the western side of Hassell St it would allow for the provision of an extended kiss n ride parking in the area south from the eastbound bus stop to the corner of Bailey St.[western side of Hassell St next to the grout silos / Acoustic shed.
This utilizes existing street Lighting in this area. plus using the existing signalised lights to provide Pedestrian access across Hassell St @ Alexandra Ave intersection. And the provision of appropriate lighting for this now major roadway.
This would not involve moving the Cycling storage facilities from on the intersection off Hassell and Alexandra Ave. as the crossing to southern and eastern corner of Hassel Alexandra Ave would be west off Hassell St.
[See attachment for photo]

B. Concept works Westmead

What do we expect when this is open? And 2030 and beyond?
The above argument s for providing a real Bus Stop and Kiss n ride services for Southern section of Westmead and to service the interchange point for 3 Public transport points. Providing alternatives to Vehicle journeys! Access for the T Way as well as the Heavy rail light rail connections.
It’s not Railway Pde Commuter parking and tiny kiss and ride point and It’s NOT the Hospital T Way station, as it is Just what it says it is! So, it is NOT an interchange point. Isolated from Light rail and Heavy rail too
With the Metro the possibly of increased ridership to those interregional, extra regional, local and trunk bus networks. Given Westmead will be the western interchange point Metro. Given the services all terminate / begin at Parramatta T Heavy Rail / Bus interchange. The expectation of further development of the Nancy Bird Airport and Sydney’s3rd city, the conversion of the turnback to mainline for 3rd City extension to West Metro via Westmead means that the provision of a comprehensive interchange rather than just a bus stop.
We see at Castle Hill & Kellyville the bus interchanges there areas more than just a bus stop and a metal shelter on the existing street!
Rather than being in Hassell St or elsewhere, these should be on the realigned Bailey St.
The concept plan for only having one access point facing Hawkesbury Road is of little benefit to the largest population of the residents in CCC LGA area who occupy the R3 R4 areas south and east of Hawkesbury Road.
Given these are the ones who contribute greatly to Heavy rail ridership travelling to Sydney City and thus, to the ridership of Metro. also, its these residents who have young kids and the area beyond have mixed mobility.

I have attached my submission in the attached 2 PDF's.

It misses out huge swathes of population just to the east of parramatta, including the massive university there! most of the planned stops appear to be where there are train stations anyway, how is this fair? get rid of the stop at the Star casino and tell Packer to pay some tax while your at it. It seems ridiculous that you'll funnel people to the pokies but not to work or university.

I strongly agreed with the project with a Metro West station built on North Strathfield . By so doing this will relief the traffic congestion in the area as most people living in the North Strathfield and Concord area can use public transport to go to the city or other places of interest. eg Macquarie shopping centre, Parramatta etc. As more and more people living in the area the Metro West project will help the people the ease of going to their destination much faster.

My second submission on the project is attached .This submission
1. Supports a station at Pyrmont
2. Supports a station in the Hunter/O'Connell Street Precinct in the Sydney CBD
3. Makes a recommendation as to the route of the to the east of Sydney CBD
4. Recommends use of previous built tunnels under the City
See submission attached

To whom it may concern,

I am glad and excited about the project. I hope that the project planner can reconsider to add a stop at Rydalmere or Camillia station. Reasons being follows:

- numbers of companies growing in the area
- numbers of new building development growing fast in the area plus the population growing fast, with the number of new units, townhouses and duplex in this the suburb of Rydalmere and the heavy traffic at peak hours from school and factories
- On top of the local residents and workers from factories in Rydalmere, there are university students from UWS
- with the new propose Rydalmere to be the Education Precinct, adding a stop at Rydalmere will eliminate the heavy traffic on Victoria Rd, and Parramatta CBD
- with the advantages of geographic, Rydalmere can be considered as the center location to all major job hub - Parramatta CBD, Macquarie Park, Chadswood CBD, Newington Centre, Blacktown CBD and Sydney CBD.

Thank you for your time and considerations

The Burwood North station has proposed two entrances, both at its western end. I'd like to see an entrance or entrances at the eastern end of the station as well. Studies have shown that the simple act of allowing access to stations from diverse points can greatly increase the number of people who can use the station. Preferably this entrance would be on the southern side of Parramatta Rd due to the significant residential population on that side. Two eastern entrances would be ideal, though. That would also enable below grade pedestrian crossing of Parramatta Rd at that point, which would potentially save lives.

I attach two documents, the first is a cover letter which details my submission and the second is an Ethos Urban report commissioned last year which supports our desire to bring forward the inevitable rezoning of the land west of the northern rail line and Sydney Metro West station at North Strathfield.

I strongly support this project. I believe at least one, preferably two more stops should be provided between Parramatta and Sydney Olympic Park. I suggest that the Carlingford to Parramatta light rail and the Metro West line need to meet somewhere in the vicinity of Tramway Avenue East, ie, adjacent to James Ruse Drive, and an interchange station be located there.
As a resident of Dundas/Oatlands for over 50 years I have always been interested in the Carlingford railway line, having used it five days per week for many years while working in the Sydney CBD. I believe that the Carlingford line has served our area very well, and I am disappointed that it is being converted to light rail - Carlingford to Parramatta. I believe that commuters needing to travel from Carlingford line stations to stations Clyde to Lidcombe and beyond will be seriously disadvantaged needing to join overcrowded trains at Parramatta.