We will lodge the following submission in a couple of weeks time with RailNSW on the METRO City proposal. At the end of the submission are questions that were posed by members and answers provided by RailNSW. If you have comments or queries please contact firstname.lastname@example.org
CHATSWOOD TO SYDENHAM
ENVIRONMENTAL IMPACT STATEMENT
Chatswood West Ward Progress Association Inc.
Application Number SSI 15_7400
This submission is made on behalf of the Chatswood West Ward Progress Association Inc.
by Terry Fogarty
Secretary, Chatswood West Ward Progress Association Inc.
c/ 73 Greville Street Chatswood, NSW 2067
Attention: Director, Infrastructure Projects
CHATSWOOD WEST WARD PROGRESS ASSOCIATION INC.
The Chatswood West Ward Progress Association was established in 1929 to protect the living amenity of persons living within the West Ward of Willoughby Council. The West Ward of Willoughby extends generally from Epping Rd in the west; Archer St in the east; Mowbray Rd/Mowbray Rd West in the south and Boundary St/Blue Gum Creek to the north. As such our comments relate primarily to the Chatswood Dive site and tunnel area.
POSITION ON SYDNEY METRO
In general, our members have expressed qualified acceptance of the Sydney Metro. However, there a number of current concerns both with the construction phase as well as the operational phase of the project.
The issues are presented generally in the order of the EIS. The order does not imply relevance or seriousness.
INTEGRATING THE METRO INTO SYDNEY’S TRANSPORT NETWORK
For many years, Sydney’s transport network consisted predominately of heavy rail trains and buses. Even then, achieving effective interchanges between the two modes was difficult. Now, in addition, we have the Sydney Light Rail and the new Metro network. This increases the complexity of interchanges.
We request as a CONDITION OF APPROVAL that the new Metro be seamlessly integrated into Sydney’s public transport network. In particular, of utmost importance is that minimum time is required when interchanging with other modes of public transport. Equally important is the need for appropriate integration of the OPAL system across all systems.
The EIS proposes development above the new stations. However, Chatswood station is not mentioned (presumably as it is part of the METRO NORTH project. We understand that over station will be subject to a separate planning approval process, It is unclear how any future development of the Chatswood dive site may evolve. However, this is of considerable concern to our members.
- due to the nearness of local heritage items and existing problems with traffic at the intersection of Mowbray Rd and the Pacific Highway, we are OPPOSED TO ANYTHING OTHER THAN LOW RISE REDEVELOPMENT OF THE DIVE/CONSTRUCTION SITE.
POWERING THE METRO
We understand that the decision of where the new electricity cable to power the Metro should run is separate to issues canvassed in this EIS. However,
- WE ARE OPPOSED TO ANY PROPOSAL TO RUN THE POWER CABLES ALONG THE PACIFIC HIGHWAY.
OPERATIONAL INGRESS/EGRESS ON THE SITE
We understand that operational access to the site will be from the southern side of Nelson Street and the northern side of Mowbray Rd.
- of particular concern is the impact of increased traffic in Nelson St. As such, we request that as a CONDITION OF APPROVAL there be no ingress/egress from the site via Nelson St and that a new access point be established on the eastern side of the Pacific Highway by way of a ‘slip lane’
NELSON STREET BRIDGE
The removal of the Nelson Street bridge directly impacts a number of residents and others who use the current bridge to access Orchard Rd.
- we request, as a CONDITION OF APPROVAL, that as a minimum the Nelson Street bridge be replaced or as a minimum with a predestrian/cycle overpass either at Nelson street or at Gordon Avenue.
we request, as a CONDITION OF APPROVAL, that consideration be given to replacing he Nelson Street bridge with a traffic bridge linking Gordon St to Orchard Road
NELSON ST ACCESS
The removal of the Nelson St bridge dramatically reduces the opportunity for Nelosn St residents to enter their properties. Currently, travelling northbound, a Nelson St resident can turn right off the Highway in Mowbray Rd, left into Orchard St and left into Nelson St. With the removal of the bridge this will no longer be possible.
- We request as a CONDITION OF APPROVAL that a set of traffic lights with a right turn arrow northbound be installed on the Pacific Highway at Nelson St.
With the loss of access to Orchard Rd, the only egress from Nelson St will be via a left turn onto the Pacific Highway southbound. The traffic ‘tail’ from Mowbray Rd often extends beyond Nelson St.
- We request as a CONDITION OF APPROVAL that a “Do not queue across intersection (and supporting KEEP CLEAR and road hatching’ be implemented at the intersection of Nelson and the Highway.
Nelson St residents require unrestricted vehicle access to their property
- We request as a CONDITION OF APPROVAL that Nelson St residents are assured of unrestricted vehicle access to their properties.
No reduction of parkingin Nelson Street?
We request as a CONDITION OF APPROVAL that the proponents be required to present a Traffic Control Plan to the ‘Willoughby’ Traffic Committee and that residents be invited to be present when the plan is being considered.
Resident parking scheme in Nelson Street
We request as a CONDITION OF APPROVAL that a resident parking scheme be implemented in in Nelson St.
Restricting trades vehicles
We request as a CONDITION OF APPROVAL we request that trades vehicles be restricted from parking in the vicinity of the site (on the basis that the proponent implement a ‘park & ride’ option from a remote location.
It is reported that contractors MAY CONSIDER’ ‘park & shuttle’ services to transfer workers to and from the site. Problems (particularly parking) with site workers occur on every major construction site.
- We request as a CONDITION OF APPROVAL that an off-site parking park & shuttle arrangement be required.
T1 TO BE USED FOR SPOIL REMOVAL
“T1 used for spoil transport on this line would more than likely impact passenger rail operations”
It is apparent from the above statement that only cursory consideration has been given to the use of the T1 permanent way for the removal of spoil and other construction needs.
- We request as a CONDITION OF APPROVAL we request that a full analysis be undertaken on the use of the T1 line for the removal of soil and other construction matters.
TRAFFIC MATTERS & HAUL ROUTES
New right-hand turn on Pacific Highway
Currently, traffic heading southbound on the Pacific Highway seeking to turn right onto Mowbray Rd West are directed to turn left onto Nelson Street, right onto Orchard Road then right onto Mowbray Rd to progress across the Pacific Highway onto Mowbray Rd West. The removal of the Nelson St Bridge will result in the need for right turn lanes (south-bound) for traffic needing to get onto Mowbray Rd West. Originally there was talk of two right turn lanes. The EIS mentions just a single lane.
The concern of providing a right-hand turn bay at this location is that it may attract traffic that currently progress to Epping to turn right off the Pacific Highway, thus putting more strain on an already choked Mowbray Rd West.
There appears to be general acceptance of a single right turn land.
Why was the prior proposal for dual right-turn lanes on the Pacific Highway southbound withdrawn?
We would welcome a response to this question.
Gordon St Bridge?
An alternative to the right-turn bay on the Pacific Highway could be to replace the Nelson St Bridge with a bridge at Gordon Avenue.
Use of Albert Avenue for a ‘hook turn’
Again as an alternative to Pacific Highway right-turn lanes could be a new ‘hook turn’ utilizing Albert Avenue and Orchard Rd
INGRESS/EGRESS TO THE CONSTRUCTION SITE
Access to the site will be from the centre of Nelson Street and Mowbray Rd. Egress will be from Mowbray Rd. Spoil haul trucks will need to turn right onto Mowbray Rd then right at the Pacific Highway. There will be a new set of traffic lights at the intersection of Hampden Rd and Mowbray Rd opposite the egress point to the site. This will facilitate the planned right-hand turns from the site onto Mowbray Rd.
Why can’t traffic enter the site via a southbound slip lane on the Pacific Highway before Mowbray Rd?
- We request that as a CONDITION OF APPROVAL the proponent be required to provide primary access to the site via a slip lane *built on the subject land) from the Pacific Highway southbound.
NOISE AND VIBRATION
We understand that existing noise barriers will be increased in height to about 4 metres Chapman Avenue/Nelson St, Frank Channon Walk, Nelson/Gordon Sts. A 2 metre barrier will also be built to the south of Mowbray Rd on the western side of the line.
- We request as a CONDITION OF APPROVAL that noise barriers (including temporary barriers) be considered for all properties likely to be effected by noise both during construction and when operational.
We understand that on the T1 rail bridge the upper parts of the rail carriage might extend 1 ½ metres above the noise barrier. There is potential for noise emanating from the interface of the power frame above the carriage and the overhead power cables.
- We request as a CONDITION OF APPROVAL that noise barriers be implemented to ameliorate all nuisance noise associated with the operation of both the T1 and METRO systems.
Demolition & excavation
The proposed hours of Monday to Friday 7AM to 6 PM & Saturday 8AM to 1 PM are not standard hours. All other work 24 hours a day.
- We request as a CONDITION OF APPROVAL that worksite hours should be the standard 7AM to 5PM M-F and 8AM to 1PM Saturday.
Planned truck movement re quite high (Demolition: 96 per day plus 78 light vehicles; Excavation: 234 per fay plus 248 light vehicles; Tunnel excavation: 286 per day and 248 light vehicle; Tunnel fit out: 254 per day and 248 light vehicles).
- We request as a CONDITION OF APPROVAL that consideration be given to upgrading the T! line to freight capability to be used for spoil removal.
HERITAGE ASSESSMENT & RESIDENTIAL BUILDINGS
The heritage-listed Mowbray House School site is shown (hatched) on the construction site diagram. It is proposed to retain the building. However, archival recording and reporting will be undertaken before works starts
Mowbray House: Direct impact: Minor (physical impact). Potential direct impact: Minor (vibration) – the closest façade of this item would experience vibration above the 7.5mm/s screening level for cosmetic damage. Indirect impact: Minor (views and vistas)
- We request as a CONDITION OF APPROVAL that steps are undertaken to protect Mowbray House from potential vibration damage.
- We request as a CONDITION OF APPROVAL that dilapidation reports be prepared all Heritage items and residential building around the site.
- We request as a CONDITION OF APPROVAL that any building damaged during the construction of the project will be repaired to its prior condition.
- We request as a CONDITION OF APPROVAL that a copy of dilapidation reports on all Heritage items be given to the Willoughby/Lower North Shore Council and the Willoughby District Historical Society?
Frank Channon Walk
It is proposed to extend Frank Channon Walk to Mowbray Road. During construction, there will be short-term (weekend closures).
Can this extension include a one-way traffic thoroughfare from Nelson St to Mowbray Rd?
It appears residents are looking for an alternate access to turn left onto Mowbray Rd rather than battle the traffic on the Highway. However, the primary purpose of support for the extension of Frank Channon walk has been as a pedestrian/cycle route.
- We request as a CONDITION OF CONSENT that consideration be given to including a one-way eastbound car lane running parallel to the extended Frank Channon Walk between Nelson St and Mowbray Rd.
Trees will be removed within the rail corridor between Nelson St and Mowbray Rd We understand that the proponent prefers to utilize an ‘Offsets Program’ rather than replacement of trees.
- We request as a CONDITION OF APPROVAL that at least a 2 for 1 tree replacement program be required.
QUESTIONS POSED & ANSWERED
Where exactly on this map is the rail-bridge to be located? This provides a grade separation between the existing tracks and the new Metro tracks?
Directly above the dive site. Refer p.44
ORCHARD ROAD & MOWBRAY RD.
Proposed change to phasing of lights. What do the changes entail?
We understand that specific details will determined when the project is operational.
There will be noise barriers along the rail corridor. Why?
Noise and vibration emanating from the project will come primarily from the construction site and from within the rail corridor. It may arise that in addition to any permanent noise barriers protecting surrounding buildings from operational noise that temporary barriers may be need during the construction phase.
Will the 2 extra tracks (Metro) increase the train noise level?
Frequency of trains will have increased and it is probable that noise will increase.
Where exactly is the pile driving (very noisy) to support the sides of the cutting within rail-corridor?
This will occur within the rail corridor under the proposed location of the rail bridge that will be built to carry the T1 Northern line over the Metro tracks.
What type of 24 hr work might pose a nuisance?
There will be a variety of work carried out on the site. In attempt to ameliorate the impact of these works a large Acoustic Shed will be constructed. See table for assessed noise impacts.
- Bus stops
Temporary re-location of the 575 bus stop on Pacific Highway (between Bryson and Mowbray Rds)
We understand this will be determined later in the project.
Q: Where exactly will the excavation start for the inclined ramp down to the “dive”? – at the existing train parking bay located between the inbound & outbound tracks
Roughly between Hopetoun and Chapman Avenues.
Q: Will the rail corridor be widened north of Nelson St. If so, how wide?
No. All new works are within the existing rail corridor.
Has a traffic study been undertaking on the impact. What was the outcome?
Yes. See below.
The above table summarises the project impact of the development on traffic in the area. The biggest predicted impact id at the intersection of the Pacific Highway and Mowbray Road, particularly in the afternoon peak.
What is the destination for spoil?
We understand that the specific location of the spoil sites will not be known until after the project has commenced. We also understand that it is standard planning practice to remove spoil by the closest arterial road (in this case the Pacific Highway).
Could an alternate haul rout be considered that does not require trucks to cross Mowbray Rd?
Whilst such an option could be considered it is contrary to the practice of taking spoil out by the closest arterial road.