Sydney Metro West announced

[1whoknows]

Perhaps next weeks news will be that its been hijacked by an unknown power from the Shire and has given birth to another 60 TBMs which are now boring a tunnel southe from Parramatta towards Canberra and Melbourne!

[Randomness]

More likely to have a report of it swerving dangerously out of control with the current state of vehicle automation.

[Merc1107]

More likely to have a report of it swerving dangerously out of control with the current state of vehicle automation.

"Automated TBM sabotaged by RTBU operatives!"

[boronia]

Sydney’s mega underground rail project faces D-Day on expansion
https://www.smh.com.au/national/nsw/syd ... 5eeza.html

New plans for Sydney’s $25 billion Metro West rail line will go before a powerful NSW cabinet subcommittee on Friday, in the clearest signal that the government is seriously considering expanding the size of the city’s largest transport project.

Days before a wide-ranging review into Metro West is due to be released, the government’s expenditure review committee will on Friday examine plans for the mega project, according to two sources who spoke on the condition of anonymity due to the sensitive nature of the matter.
Work is well under way on the Metro West rail line between the Sydney CBD and Parramatta.

Aside from reshaping Sydney’s transport network, the rail line between Sydney’s CBD and Parramatta is regarded as a catalyst for the construction of apartment buildings and other higher density dwellings along the city’s east-west spine.

A spokesman for Transport Minister Jo Haylen said on Wednesday that she did not discuss the timing or content of matters before cabinet.

Haylen was also tight-lipped when asked on Monday whether the cabinet subcommittee will discuss the Metro West plans this week.

Chaired by Treasurer Daniel Mookhey, the expenditure review committee comprises Premier Chris Minns and his senior leadership team including Roads Minister John Graham.

Sydney Metro chief executive Peter Regan has said that building more stations along the 24-kilometre underground line will have “time and cost implications”.

Asked whether she was prepared to stomach extra costs and time, Haylen said on Monday that it was why the government had tasked former senior transport bureaucrats Mike Mrdak and Amanda Yeates to review the metro projects.
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“That’s why we’re not rushing to these decisions but instead taking a responsible and methodical approach to it because of time implications [and] cost implications,” she said.

“We want value for taxpayers, but we also want to make sure we get it right on the surface.”
Premier Chris Minns and Transport Minister Jo Haylen inspect a new metro train during testing in August.

The government has repeatedly said that it will publicly release Mrdak’s review into the Metro West project by next Tuesday. The review’s findings are critical to the government’s decisions on reshaping the project by adding extra stations or extending the line.

The mega project is already costing $1.05 billion per kilometre, compared to the $720 million per kilometre to build the Metro City and Southwest line from Chatswood to the CBD, and onto Sydenham and Bankstown.

The expenditure review committee’s consideration of the new plans for Metro West comes a month after the Minns government retained $13.7 billion in the budget for the project over the next four years. That equates to more than half of the $25.3 billion cost of the project which, under the previous government’s plans, comprises nine stations.

Amid a housing crisis, Premier Chris Minns has previously emphasised his desire to get “maximum impact” out of the Metro West line while noting the lack of stations in the previous government’s plans.

However, experts have warned that the cost of building extra stations and altering its alignment would add billions of dollars to the project’s price tag.

The industrial suburb of Camellia, near Parramatta, and the inner-city suburb of Zetland have been repeatedly cited as potential sites for extra stations for Metro West. Silverwater and Newington are two other potential sites for stations.

[Transtopic]

Sydney’s mega underground rail project faces D-Day on expansion
https://www.smh.com.au/national/nsw/syd ... 5eeza.html

New plans for Sydney’s $25 billion Metro West rail line will go before a powerful NSW cabinet subcommittee on Friday, in the clearest signal that the government is seriously considering expanding the size of the city’s largest transport project.

Days before a wide-ranging review into Metro West is due to be released, the government’s expenditure review committee will on Friday examine plans for the mega project, according to two sources who spoke on the condition of anonymity due to the sensitive nature of the matter.
Work is well under way on the Metro West rail line between the Sydney CBD and Parramatta.

Aside from reshaping Sydney’s transport network, the rail line between Sydney’s CBD and Parramatta is regarded as a catalyst for the construction of apartment buildings and other higher density dwellings along the city’s east-west spine.

A spokesman for Transport Minister Jo Haylen said on Wednesday that she did not discuss the timing or content of matters before cabinet.

Haylen was also tight-lipped when asked on Monday whether the cabinet subcommittee will discuss the Metro West plans this week.

Chaired by Treasurer Daniel Mookhey, the expenditure review committee comprises Premier Chris Minns and his senior leadership team including Roads Minister John Graham.

Sydney Metro chief executive Peter Regan has said that building more stations along the 24-kilometre underground line will have “time and cost implications”.

Asked whether she was prepared to stomach extra costs and time, Haylen said on Monday that it was why the government had tasked former senior transport bureaucrats Mike Mrdak and Amanda Yeates to review the metro projects.
Advertisement

“That’s why we’re not rushing to these decisions but instead taking a responsible and methodical approach to it because of time implications [and] cost implications,” she said.

“We want value for taxpayers, but we also want to make sure we get it right on the surface.”
Premier Chris Minns and Transport Minister Jo Haylen inspect a new metro train during testing in August.

The government has repeatedly said that it will publicly release Mrdak’s review into the Metro West project by next Tuesday. The review’s findings are critical to the government’s decisions on reshaping the project by adding extra stations or extending the line.

The mega project is already costing $1.05 billion per kilometre, compared to the $720 million per kilometre to build the Metro City and Southwest line from Chatswood to the CBD, and onto Sydenham and Bankstown.

The expenditure review committee’s consideration of the new plans for Metro West comes a month after the Minns government retained $13.7 billion in the budget for the project over the next four years. That equates to more than half of the $25.3 billion cost of the project which, under the previous government’s plans, comprises nine stations.

Amid a housing crisis, Premier Chris Minns has previously emphasised his desire to get “maximum impact” out of the Metro West line while noting the lack of stations in the previous government’s plans.

However, experts have warned that the cost of building extra stations and altering its alignment would add billions of dollars to the project’s price tag.

The industrial suburb of Camellia, near Parramatta, and the inner-city suburb of Zetland have been repeatedly cited as potential sites for extra stations for Metro West. Silverwater and Newington are two other potential sites for stations.

My guess is that they will drop the idea of adding stations on the existing route, as it's far too late at this stage, and instead opt for the Zetland extension with the route and stations still to be determined. It shouldn't delay current construction as there is already provision for stub tunnels under The Domain for a future extension to the south-east.

[boronia]

I can recall on some overseas metros, that station cavities were built on new lines long before the stations were needed. Fitting out was done later without disrupting services.

Is it too late to do something similar on this line?

[Linto63]

It can be done, but as the tunnelling contracts have already been awarded, any alterations will cost a fortune.

[tonyp]

I can recall on some overseas metros, that station cavities were built on new lines long before the stations were needed. Fitting out was done later without disrupting services.

Is it too late to do something similar on this line?

Adding stations would require different vertical alignments and, as boring is already underway, it's far to late to change anything. All the government has achieved by postponing the next stage of procurement is to raise the cost and delay the project.

[Transtopic]

I can recall on some overseas metros, that station cavities were built on new lines long before the stations were needed. Fitting out was done later without disrupting services.

Is it too late to do something similar on this line?

Adding stations would require different vertical alignments and, as boring is already underway, it's far to late to change anything. All the government has achieved by postponing the next stage of procurement is to raise the cost and delay the project.

Have they actually delayed the next stage of procurement, as construction is proceeding and funding is still in the budget?

[tonyp]

Have they actually delayed the next stage of procurement, as construction is proceeding and funding is still in the budget?

Yes, they passed the date some time ago. The present work and funding is for the present stage only.

[Transtopic]

https://www.parliament.nsw.gov.au/ladoc ... 02023).pdf

This is the Legislative Assembly Committee for Transport and Infrastructure Interim Report and not the pending Independent Review.

[TheOpalUser]

The Minns Labor government is today announcing an enhanced Sydney Metro West project will be delivered, with the potential addition of new stations to help drive new housing supply.

https://www.nsw.gov.au/media-releases/m ... ing-supply

[tonyp]

Final review report:

https://www.sydneymetro.info/media/document/38211

[Transtopic]

From a press release by Sydney Metro following the final review report -

"Sydney Metro West will ease crowding on the T1 Western Line, T9 Northern Line and the T2 Inner West and Leppington Line, because passengers will change to metro rail for direct and faster journeys that are more convenient based on their destination."

A rather brave assumption I suggest. How do they know that commuters will be willing to interchange to the metro for a supposedly faster journey to the CBD? Commuters on the T3 Line west of Bankstown have already overwhelmingly expressed their opposition to a forced interchange to the metro at Bankstown and TfNSW has agreed to reinstate the direct Liverpool via Regents Park service to the City Circle for s single seat journey, even though it may take longer. The direct T3 service from Liverpool to Bankstown will be cancelled as a consequence.

How will Metro West relieve the most overcrowding on the T1 Western Line which is west of Parramatta, not forgetting that a significant number actually exit at Parramatta, freeing up capacity to the east? There is ample spare capacity on the existing quad west of Parramatta to run more services, but it's not feasible to run them to the CBD because of the constrained capacity on the existing lines or terminate them at Parramatta or Westmead without disrupting other through services. The only option is to run additional services down the T5 Cumberland Line, forcing interchange to either the metro or other direct Sydney Trains services to reach the CBD and other eastern destinations. It is likely that where possible, commuters heading east will avoid the T5 services requiring interchange and catch the direct T1 services to the CBD. It's inevitable that governments of whatever persuasion, will eventually have to consider further amplification between Granville and Homebush, primarily for the benefit of express longer distance outer suburban commuters.

Similarly, how does Metro West relieve overcrowding on the T2 Leppington via Granville line, when there is no direct interface between them? The T2 services from Parramatta would be used by those going to Inner West destinations on that line, which Metro West doesn't service.

The only benefit for the T9 Northern Line will be for those who wish to interchange at North Strathfield, instead of Strathfield, to travel west to SOP and Parramatta, which is a positive outcome. If you're already on a T9 service and have a seat, why would you bother with an inconvenient interchange to save a few minutes and probably have to stand, depending on your destination in the CBD? Peak hour T9 semi-express services skip North Strathfield anyway. Hunter St is only one of ten existing and proposed CBD stations.

The one thing that is missing in this biased debate is that there is a deliberate avoidance of comparisons with proposed upgrades to the Sydney Trains network, which will increase frequencies, provide faster journey times and improve reliability. The current fastest express journey time from Parramatta to Central is 25 minutes, which is also the CBD, and will no doubt be reduced further with the upgrades.

The whole thing's a sham and I'm afraid that the Minns government, and particularly the useless Transport Minister Jo Haylen, have been sucked into it with their unquestioning acquiescence. It should be remembered that Haylen's pick for Transport Secretary, Josh Murray, was Chief of Staff to Premier Morris Iemma, who was the instigator of the metro concept in trying to sideline the unions. In the end Labor abandoned it because it wasn't feasible or affordable, but it was bit was too late to save them at the 2011 election because of other corrupt dealings by some of its MPs.

[swtt]

Similarly, how does Metro West relieve overcrowding on the T2 Leppington via Granville line, when there is no direct interface between them? The T2 services from Parramatta would be used by those going to Inner West destinations on that line, which Metro West doesn't service.

The only benefit for the T9 Northern Line will be for those who wish to interchange at North Strathfield, instead of Strathfield, to travel west to SOP and Parramatta, which is a positive outcome. If you're already on a T9 service and have a seat, why would you bother with an inconvenient interchange to save a few minutes and probably have to stand, depending on your destination in the CBD? Peak hour T9 semi-express services skip North Strathfield anyway. Hunter St is only one of ten existing and proposed CBD stations.

Here's a punt. Not necessarily evidence based.

• Some T1 services will be diverted to become T5 services due to lower demand.
• All T9 services moved into Sydney Terminal, interchange with Metro at Syd Terminal or Nth Strathfield, or Light Rail at Central for existing services into Town Hall/Gadigal and further north. Additional services also needed ex Epping or Rhodes into Syd Terminal.(Use the down main as a middle road to terminate at Rhodes in the peaks).
• Additional T2 services ex Leppington can then take up some more train paths on the suburban lines from Homebush into Redfern.

[Transtopic]

Similarly, how does Metro West relieve overcrowding on the T2 Leppington via Granville line, when there is no direct interface between them? The T2 services from Parramatta would be used by those going to Inner West destinations on that line, which Metro West doesn't service.

The only benefit for the T9 Northern Line will be for those who wish to interchange at North Strathfield, instead of Strathfield, to travel west to SOP and Parramatta, which is a positive outcome. If you're already on a T9 service and have a seat, why would you bother with an inconvenient interchange to save a few minutes and probably have to stand, depending on your destination in the CBD? Peak hour T9 semi-express services skip North Strathfield anyway. Hunter St is only one of ten existing and proposed CBD stations.

Here's a punt. Not necessarily evidence based.

• Some T1 services will be diverted to become T5 services due to lower demand.
• All T9 services moved into Sydney Terminal, interchange with Metro at Syd Terminal or Nth Strathfield, or Light Rail at Central for existing services into Town Hall/Gadigal and further north. Additional services also needed ex Epping or Rhodes into Syd Terminal.(Use the down main as a middle road to terminate at Rhodes in the peaks).
• Additional T2 services ex Leppington can then take up some more train paths on the suburban lines from Homebush into Redfern.

In response to your first point, why would there be lower demand for direct T1 services to the CBD? In fact, it would be the opposite to provide more direct services to the CBD to reduce overcrowding west of Parramatta/Westmead, which at least was evident prior to Covid. Contrary to the opinions of some of our commentators, people won't want to interchange to the metro at Westmead for a supposedly faster journey, which is questionable depending on your destination. Metro West does nothing to reduce overcrowding west of Parramatta/Westmead without forced interchange. As I mentioned above, T3 commuters west of Bankstown have overwhelmingly rejected the concept of being forced to interchange to the metro to reach the CBD and the direct Liverpool via Regents Park service will be restored. I can see no reason why T1 commuters would react any differently. Most T1 commuters wouldn't even be aware of what's in store for them as things stand.

On your second point, it would be more logical for the T9 Northern Line to remain as part of the T1 North Shore Line sector - Hornsby to Hornsby/Berowra via Strathfield and the CBD with a common depot at Hornsby. Epping is a better location than Rhodes for starting/terminating additional T9 peak hour services as it already has a dedicated turnback and provides additional services for Eastwood, West Ryde and Meadowbank, as well as interchanging with Metro Northwest. In fact, that whole sector should be redesignated T9 and It could still operate in tandem with some T1 Western Line services. An enhanced T1 Outer Western and Richmond Line Express service would be more appropriate to terminate at Central, although it would require further amplification on the Granville/Homebush corridor. T1 would still have some services running through the CBD to the North Shore Line.

As for T2 ex Leppington, in the absence of further track amplification, it should remain part of the Local Line to the City Circle along with the restored Liverpool via Regents Park service and possibly an extended service from Bankstown if the T2 Parramatta services are repurposed for additional T1 services. I know it's not ideal with a mixed stopping pattern on the Local, but Metro West isn't going to resolve that when there will still be a demand for through T1 services to the CBD.

I should qualify my earlier comments about Metro West by stating that my criticism is directed at the original justification for relieving congestion on the T1 Western Line and providing a faster journey to the CBD, however you define it, and which has multiple destinations. It was never credible and doesn't stand up to scrutiny without acknowledging alternative options of upgrades to the existing T1 line. Union bashing is a side issue.

I accept that at this late stage Metro West was never going to be cancelled and at least the Minns government is making an attempt to make the project sustainable by focusing on what should be its primary role of increasing its catchment area with additional station/s and housing densification along a new rail corridor between Parramatta and the CBD. Relieving congestion on the existing T1 Line is still a problem to be faced and will require further upgrades to the existing network, whether they like it or not. The metro is not the magic bullet that many ill-informed commentators like to make out.

It may be of interest to some to read the transcript of the hearings from the recent Inquiry into the Sydney Metro West Project conducted by the Legislative Assembly Committee on Transport and Infrastructure, which released an Interim Report.

Of note are the comments by Peter Regan on pages 59-66, Chief Executive of Sydney Metro, particularly with regard to the quantifying of a 20 minute journey time between Parramatta and the CBD (Hunter St).

https://www.parliament.nsw.gov.au/ladoc ... script.pdf

[tonyp]

A few takeaways from those Legislative Assembly Committee hearings on 13 October:

1. UTS Planner Mat Hounsell has reminded everybody of the genesis of the 20 minute journey time, which was in the context of Metro West running its ultimate full length from Sydney CBD to WSI/Bradfield. This is to provide a fast link connecting the three cities - Sydney, Parramatta and Bradfield/WSI. After a lot of study of alternatives, the optimum journey time on balance was determined to be 20 minutes Sydney-Parramatta and 10 minutes Parramatta-WSI. I'd suggest that, just as the Sydney-Parramatta section is now considered worth tweaking with another station, likewise Westmead-WSI would benefit from a stop or two in the urban mass between Westmead and Kemps Creek. I think a 35-40 minute journey time overall would still be a good outcome. Something to consider for the future.

2. The government's fibs about the cost "blowout" of Metro West have been exposed, as Peter Regan (Sydney Metro) has confirmed that the cost in 2021, when the final number of stations and final business case were determined, was given as $25.32 billion and hasn't changed since then.

3. The NW metro patronage has now virtually returned to pre-covid levels, with notable increases in weekend and off-peak patronage, while weekday patronage has become stronger Tuesday to Thursday. Performance reliability of the NW metro has been very high and customer satisfaction 99.1%, the highest of any public transport mode in Australia.

4. Peter Regan says that tunneling works are underway, but works between Olympic Park and Rosehill don't preclude an extra station. However, there would be a time and cost impact to change the alignment at this stage.

5. Regan also made the point that Metro planning is directed at relieving the relevant suburban lines through attracting patronage away from their busiest sections by, not only providing a faster journey between common points, but also to attract commuters to interchange to the metro from further afield at Westmead, North Strathfield and, on the NW, Chatswood (where the metro trip, like on Metro West, will also be 10 minutes faster).

My observations include some disappointment that they didn't discuss vertical alignment, as this is critical if a station were to be considered at Silverwater, this being where the line drops down to its deepest point when it would need to be near the surface for a station. I would think that horizontal alignment would be most unlikely to change because of the process and cost that is incurred to do this. It seems, at least, that they have now been able to establish a site for a Rosehill Station within the service facility adjacent to the racecourse.

Regarding journey time and the Western suburban line, if a station at Rosehill was added to the West Metro, the journey time at Parramatta would become about 22 minutes. Obviously comparative measurements have to be taken between common points and this 22 minute trip from Parramatta to Hunter Street will be 10 minutes faster than an express suburban trip between Parramatta and Wynyard. If we imagine for a moment that the SE metro is built, with the West Metro line thus being extended down past Central, the metro trip from Parramatta to Central would be about 25 minutes, which evens out with the time that the suburban service takes from Parramatta to Central. Plenty of choice for everybody, depending on destination.

It can be noted too, that there is an overall planning section in TfNSW, as I've mentioned previously. The Chief Planner was in attendance at the Inquiry. The Sydney Metro agency is not the defacto rail system planner for TfNSW as paranoia might have it. Note also that Regan comments that Sydney Metro is working alongside the More Trains, More Services program to improve outcomes overall for both rail systems.

[Transtopic]

A few takeaways from those Legislative Assembly Committee hearings on 13 October:

1. UTS Planner Mat Hounsell has reminded everybody of the genesis of the 20 minute journey time, which was in the context of Metro West running its ultimate full length from Sydney CBD to WSI/Bradfield. This is to provide a fast link connecting the three cities - Sydney, Parramatta and Bradfield/WSI. After a lot of study of alternatives, the optimum journey time on balance was determined to be 20 minutes Sydney-Parramatta and 10 minutes Parramatta-WSI. I'd suggest that, just as the Sydney-Parramatta section is now considered worth tweaking with another station, likewise Westmead-WSI would benefit from a stop or two in the urban mass between Westmead and Kemps Creek. I think a 35-40 minute journey time overall would still be a good outcome. Something to consider for the future.

2. The government's fibs about the cost "blowout" of Metro West have been exposed, as Peter Regan (Sydney Metro) has confirmed that the cost in 2021, when the final number of stations and final business case were determined, was given as $25.32 billion and hasn't changed since then.

3. The NW metro patronage has now virtually returned to pre-covid levels, with notable increases in weekend and off-peak patronage, while weekday patronage has become stronger Tuesday to Thursday. Performance reliability of the NW metro has been very high and customer satisfaction 99.1%, the highest of any public transport mode in Australia.

4. Peter Regan says that tunneling works are underway, but works between Olympic Park and Rosehill don't preclude an extra station. However, there would be a time and cost impact to change the alignment at this stage.

5. Regan also made the point that Metro planning is directed at relieving the relevant suburban lines through attracting patronage away from their busiest sections by, not only providing a faster journey between common points, but also to attract commuters to interchange to the metro from further afield at Westmead, North Strathfield and, on the NW, Chatswood (where the metro trip, like on Metro West, will also be 10 minutes faster).

My observations include some disappointment that they didn't discuss vertical alignment, as this is critical if a station were to be considered at Silverwater, this being where the line drops down to its deepest point when it would need to be near the surface for a station. I would think that horizontal alignment would be most unlikely to change because of the process and cost that is incurred to do this. It seems, at least, that they have now been able to establish a site for a Rosehill Station within the service facility adjacent to the racecourse.

Regarding journey time and the Western suburban line, if a station at Rosehill was added to the West Metro, the journey time at Parramatta would become about 22 minutes. Obviously comparative measurements have to be taken between common points and this 22 minute trip from Parramatta to Hunter Street will be 10 minutes faster than an express suburban trip between Parramatta and Wynyard. If we imagine for a moment that the SE metro is built, with the West Metro line thus being extended down past Central, the metro trip from Parramatta to Central would be about 25 minutes, which evens out with the time that the suburban service takes from Parramatta to Central. Plenty of choice for everybody, depending on destination.

It can be noted too, that there is an overall planning section in TfNSW, as I've mentioned previously. The Chief Planner was in attendance at the Inquiry. The Sydney Metro agency is not the defacto rail system planner for TfNSW as paranoia might have it. Note also that Regan comments that Sydney Metro is working alongside the More Trains, More Services program to improve outcomes overall for both rail systems.

This is a gross misrepresentation of Peter Regan's evidence to the committee. I urge members to read the full evidence to make up their own minds.

In fairness to Regan, he was unable to reveal details of the business case because of instruction from the Cabinet Office. Why? What did they have to hide, when business cases for other major projects have been released to the public? It's even more galling, when his supposed superior Simon Hunter at Transport for NSW found out about the embargo on the business case through Regan.

Regan was unable to justify how a 20 minute journey time from Parramatta to Hunter St, one of only 10 CBD destinations, was established. Upon further questioning, it was obvious that the overriding factor was to create incentive for outer western commuters to interchange to the metro for a supposedly faster journey to the CBD compared with the current Sydney Trains service, which in this case is just Hunter St. The CBD is more than just one destination. What about to Central or Town Hall for example, which would require an inconvenient interchange and would probably take longer? There has been no comparison with an alternative option of the proposed upgrades to the T1 Western Line, which can also provide a faster journey time.

Despite planning documents identifying the Camellia/Rosehill precinct as a major residential growth corridor, the Metro West alignment as planned so far bypasses them, which is abysmal. Now with the prospect of the Rosehill Racecource being sold for intensified mixed use redevelopment, it warrants a further station and the 20 minute journey time to the CBD (Hunter St) is irrelevant, I doubt if there will be much enthusiasm for interchanging to Metro West from T1, T2 or T9 for a supposedly faster journey to the CBD, which ultimately depends on your destination.

[tonyp]

There is no misrepresentation of Regan's comments there. Likewise, I invite people to read for themselves.

The explanation for the 20 minute journey is in Mat Hounsell's evidence and has to do with WSI. Separately from that Regan expresses the intention and hope that the faster trip will encourage transfers off the Western and Northern lines and take pressure off them. Obviously, as I said in my post above, it depends where you are travelling to/from in the Sydney CBD. If it's the northern CBD, the West Metro has a clear advantage. If it's Central Station, both alternatives are much the same.

Incidentally, the metro will serve the major centre of Burwood en route, which Western line trains consistently bypass. That metro trip between Parramatta and Sydney will include the convenience of seven intermediate stops (assuming inclusion of Rosehill). The 10 minute slower express suburban service flashes past everything except the relatively useless Strathfield until it gets to Redfern (four intermediate stops to Wynyard).

On top of this, West Metro will be a major attractor of patronage to and from Parramatta itself, as well as collecting feeders to it, particularly at Westmead from the NW and SW busways and the light rail. It has plenty of work cut out for it and plenty of attraction factor.

[Linto63]

There is no misrepresentation of Regan's comments there.

You do have form in manipulating the facts to align with whatever narrative you are pushing, it shouldn't really surprise when people question it.

Incidentally, the metro will serve the major centre of Burwood en route, which Western line trains consistently bypass.

But it will be at the wrong end of town, being 600 metres away from Westfield and 900 metres from Burwood Plaza. On the positive side it won't be far from Concord Oval, so the Wests Tigers rugby league players will be able to leave the Porsche at home and catch the metro to training. Maybe not.

[tonyp]

But it will be at the wrong end of town, being 600 metres away from Westfield and 900 metres from Burwood Plaza. On the positive side it won't be far from Concord Oval, so the Wests Tigers rugby league players will be able to leave the Porsche at home and catch the metro to training. Maybe not.

I gather you haven't seen the development plans for Burwood.

[Linto63]

Haven't read them, but based on recent announcements by the government re planning changes, imagine Burwood North station will be surrounded by high rise apartment buildings.

[Glen]

I gather you haven't seen the development plans for Burwood.

What are the development plans for Burwood?

[Transtopic]

I gather you haven't seen the development plans for Burwood.

What are the development plans for Burwood?

Mainly centered around the North Burwood precinct on Parramatta Rd within the Burwood Council LGA for residential intensification, but not much so far in the adjoining Canada Bay LGA further north.

Central Burwood around the existing Sydney Trains station obviously doesn't seem to count for much, although it's nominated as a major strategic centre. It's all about the bastard metro.

[tonyp]

What are the development plans for Burwood?

On the Burwood side of Parramatta Rd, 10-30 storey development, easing to 5-6 storey to the east and west.



On the Canada Bay (Concord) side of Parramatta Rd, a zone of 5-8 story development around the metro station.

https://issuu.com/cityofcanadabay/docs/ ... -_concord_

In render, looking north from above Westfield: