Parramatta Light Rail Business Impact Assessment

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QUALITY ASSURANCE

Report Contacts

NICHOLAS HILL

B. Science, M Human Geography, Macquarie University (2012) M.A Property Development, University of Technology Sydney (2015) Senior Consultant [email protected]

Supervisor

ADRIAN HACK

M. Land Econ. B.Town Planning (Hons). MPIA Principal Urban and Retail Economics [email protected]

Quality Control

This document is for discussion purposes only unless signed and dated by a Principal of HillPDA.

Reviewed by:

DRAFT V10

ADRIAN HACK M. Land Econ. B.Town Planning (Hons). MPIA Principal Urban and Retail Economics [email protected]

Report Details

Job Ref No: C17020 Version: FINAL File Name: Parramatta Light Rail Business Impact Assessment Date Printed: 18/08/2017

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CONTENTS

Executive Summary ...... 7 1 Introduction ...... 12 1.1 Project background ...... 12 1.2 Stage 1 project description ...... 12 1.3 Purpose and scope of this report ...... 15 1.4 Secretary’s environmental assessment requirements ...... 15 1.5 Structure of this study ...... 15 2 Assessment Methodology ...... 16 2.1 General methodology ...... 16 2.2 Study area and local business precincts ...... 16 2.3 Business survey approach ...... 18 2.4 Business impact assessment framework and rating ...... 18 2.5 Assumptions ...... 20 3 International Literature Review...... 21 3.1 Transportation improvements and economic development ...... 21

3.2 Measuring the benefits of transportation improvements ...... 21 3.3 The impact of transportation improvements on agglomeration effects and productivity .... 23 3.4 Light rail and urban renewal ...... 25 4.5 Light rail and land values ...... 27 4 Existing Study Area Characteristics ...... 30 4.2 Local business precinct overview ...... 30

4.3 Westmead Local Business Precinct ...... 31 4.4 North Parramatta Local Business Precinct ...... 35 4.5 Parramatta CBD Local Business Precinct ...... 39 4.6 Rosehill and Camellia Local Business Precinct ...... 43

4.7 Carlingford Local Business Precinct ...... 47 5 Assessment of Construction Impacts ...... 51 5.1 Property acquisition and lease cessation ...... 51 5.2 Property values and rent return ...... 55 5.3 Access and connectivity ...... 57 5.4 Noise and vibration ...... 82 5.5 Air quality ...... 88 5.6 Visual amenity ...... 91 5.7 Loss of power and utilities ...... 95 5.8 Demand for goods and services from construction activities and workers ...... 96 6 Assessment of Operational Impacts ...... 98 6.1 Access and connectivity ...... 98 6.2 Visual amenity ...... 115

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6.3 Noise and vibration ...... 118 6.4 Increased urban renewal and development capacity ...... 121 6.5 Increased land values and property rent ...... 121 7 Potential Mitigation Measures ...... 123 Appendix A: Review of Previous Local Business Impact Studies ...... 125 A.1 The Sydney CBD and South East Light Rail ...... 125 A.2 Wyong Pacific Highway Upgrade Business Impact Assessment ...... 128 A.3 Campbelltown Road Upgrade – Business Impact Assessment ...... 128 A.4 The Crossrail – UK London ...... 129 A.5 Purple Line –Washington DC and Suburbs, USA...... 130 Appendix B: Business Surveys ...... 132

TABLES

Table 1: Overview of potential impacts on business revenue or operation ...... 8

Table 2: Summary of construction impacts with potential to have a large to moderate negative effect on businesses ...... 9

Table 3: Summary of construction impacts with potential to have a slight or moderate positive effect on businesses ...... 10

Table 4: Summary of operation impacts with potential to have a large to moderate negative effect on businesses ...... 10

Table 5: Summary of operational impacts with potential to have a large to moderate positive effect on business operation or revenue ...... 11

Table 6: Secretary’s environmental assessment requirements – business impacts ...... 15

Table 7: Objective impacts table options rating scale ...... 19

Table 8: Likelihood definition ...... 19

Table 9: Premium value of properties within 800m of light rail ...... 29

Table 10: Westmead local business precinct employment by ANZSIC 4 Digit Industry Code ...... 33

Table 11: Westmead employment base travel method to work (2011) ...... 34

Table 12: North Parramatta local business precinct employment by ANZSIC 4 Digit Industry Code .. 36

Table 13: North Parramatta employment base travel method to work (2011) ...... 38

Table 14: Parramatta CBD local business precinct employment by ANZSIC 4 Digit Industry Code ..... 40

Table 15: Parramatta CBD employment base travel method to work (2011) ...... 42

Table 16: Rosehill and Camellia local business precinct employment by ANZSIC 4 Digit Industry Code ...... 45

Table 17: Rosehill and Camellia employment base travel method to work (2011) ...... 46

Table 18: Carlingford local business precinct employment by ANZSIC 4 Digit Industry Code ...... 48

Table 19: Carlingford employment base travel method to work (2011) ...... 50

Table 20: Commercial property WHOLE acquisitions or lease cessation impacts assessment (construction) ...... 54

Table 21: Commercial rent and property value impacts assessment (construction) ...... 57

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Table 22: Employee and resident workforce within Rosehill and Camellia and Carlingford local business precincts rail service utilisation (2011) ...... 58

Table 23: Summary of effects on businesses impacted due to changes to rail services (construction) ...... 60

Table 24: Impact of local road alterations on businesses in specific local business precincts (construction) ...... 64

Table 25: Assessment of pedestrian and cyclist alterations (construction) ...... 70

Table 26: Potential impacts to business as a result of bus service alterations (construction) ...... 73

Table 27: Summary of effects on businesses impacted by bus public transport alterations (construction) ...... 74

Table 28: On-street parking impact summary by precinct ...... 78

Table 29: Assessment of parking impacts (construction) ...... 79

Table 30: Summary of the effect of noise and vibration impacts (construction) ...... 84

Table 31: Summary of the effect of air quality impacts (construction) ...... 89

Table 32: Visual impacts summary table ...... 94

Table 33: Summary of effects of utility service interruptions ...... 96

Table 34: Summary of effects of goods and services generated from construction ...... 97

Table 35: Rail service frequency impacts assessment (operation) ...... 100

Table 36: Assessment of active transport links (operation) ...... 103

Table 37: Assessment of public transport alterations (operation) ...... 107

Table 38: Assessment of local traffic network alterations on businesses (operation) ...... 112

Table 39: Visual impacts summary table (operation) ...... 116

Table 40: Assessment of noise and vibration impacts upon businesses (operation) ...... 119

Table 41: Assessment of urban renewal and increased development opportunities ...... 121

Table 42: Local business specific mitigation measures ...... 123

Table 43: Summary of potential impacts to businesses during construction and operation ...... 126

Table 44: General operating times ...... 135

Table 45: Perceived impacts during construction ...... 138

Table 46: Perceived impacts upon operation ...... 139 FIGURES

Figure 1: The project ...... 13 Figure 2: Parramatta light rail local BIA study area ...... 17 Figure 3: The relationship between cost/benefits and the scale of transport improvements ...... 21 Figure 4: Economic output per employee (Macquarie Park) ...... 22 Figure 5: Drivers of economic growth in Macquarie Park ...... 23 Figure 6: The relationship between transport, agglomeration effect and productivity ...... 25 Figure 7: Conceptual framework linking rapid transit infrastructure investment and property value impacts ...... 28 Figure 8: Study area local business precinct overview ...... 31

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Figure 9: Westmead local business precinct ...... 32 Figure 10: Westmead local business precinct employment place of origin (2011) ...... 33 Figure 11: North Parramatta local business precinct ...... 36 Figure 12: North Parramatta local business precinct employment place of origin ...... 37 Figure 13: Parramatta CBD local business precinct ...... 40 Figure 14: Parramatta CBD local business precinct employment place of origin (2011) ...... 41 Figure 15: Rosehill and Camellia Precinct local business precinct ...... 44 Figure 16: Rosehill & Camellia Local business precinct employment place of origin (2011) ...... 45 Figure 17: Carlingford Local business precinct ...... 48 Figure 18: Carlingford local business precinct employment place of origin (2011) ...... 49 Figure 19: City to South East Light Rail locational signage ...... 92 Figure 20: An indicative cross-section for the active transport link ...... 102 Figure 21: Snapshot survey of support for the CBD and South East Light RailProject ...... 126 Figure 22: Number of surveys by precinct ...... 132 Figure 23: Respondents by business type ...... 133 Figure 24: Employment by business type ...... 134 Figure 25: Who are your primary customers...... 136 Figure 26: Trade sourced from passing trade ...... 137

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EXECUTIVE SUMMARY

On 17 February 2017, the NSW Government announced that it would be proceeding with the first stage of Parramatta Light Rail. Parramatta Light Rail (Stage 1) (the project) would extend from Westmead to Carlingford via Parramatta CBD and Camellia. The project will comprise 12 kilometres of a light rail network, providing a total of 16 stops along the alignment. The purpose of this technical paper is to identify and assess the local business impacts of the project during both construction and operation. In doing so it responds directly to the Secretary’s Environmental Assessment Requirements (SEARs). For the purpose of this local business impact assessment (hereafter referred to as the study), a local business has been defined as a commercial operation, which is within the study area, that could be impacted during either the construction or operational phase. The five local precincts, as defined by Transport for NSW for the purpose of the Environmental Impact Statement (EIS), were expanded to form local business precincts. The combined area of the local business precincts is referred to as the study area. This study provides a profile of the geographic localities and local businesses that are likely to be affected by the project. It then identifies and considers the likely impacts to businesses located within close proximity to the proposed construction works and ancillary sites, during construction and operation of the project. Impacts resulting from the project have been defined as either a positive or negative change to a business’s revenue or operation. These impacts have been assessed during the construction and operation phases with management measures being assigned to mitigate any potential negative impacts. To inform the study, 131 business surveys were undertaken within the study area between Monday 6 March 2017 to Wednesday 8 March 2017 to gauge the perception of potential impacts on businesses that may occur as a result of the construction activities and operation of the project. Results of the business survey indicated that construction activities were perceived to impact businesses, however support was given to the project once operational. The results further identified that a reduction in trade and amenity impacts (such as noise, vibration, dust and traffic congestion) were of the greatest concern to businesses during construction. Reduction in parking was also a concern however, at the time of the survey the number of spaces being affected or permanently removed was still undetermined, and as such, the perceived impact from a business perspective may not have been appropriately captured. Despite this, parking was raised as a concern during consultation with Westmead Hospital, which stated that parking pressures were already extreme and there was

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severely limited parking available for short-term appointments across the local Westmead business precinct. Any further reduction in parking would exacerbate this problem. The perceived impacts were then considered in the context of predicted impacts as outlined in various technical reports undertaken to support the EIS. These addressed issues such as noise and vibration, traffic and transport, urban design, landscape and visual impact assessment and air quality. Table 1 provides an overview of the types of potential impacts, both positive and negative, that could impact businesses within the local business precincts as a result of infrastructure projects, such as the project. The impacts summarised below, would vary in their effect across the local business precincts and would be dependent on the type of business activity during the construction and operational stages of the project.

Table 1: Overview of potential impacts on business revenue or operation Potential positive impacts on business revenue Potential negative impacts on business revenue or or operation operation Construction . Increase in trade benefits for competing . Property acquisitions and lease cessations businesses in the same catchment as a . Decrease in outdoor seating result of property acquisitions and lease . Decrease in passing trade and potential sales cessations . Increase in customer or employee travel time . Increase in passing trade and potential . Reduced workplace productivity sales . Reduced business visibility . Increase in construction worker . Reduction in parking expenditure. . Changes in loading zones locations . Reduced amenity due to noise, dust, vibrations and traffic congestion . Reduced efficiencies for deliveries and servicing . Reduced visual amenity . Changed consumer behaviour (long term) . Interruptions to power and utilities Operation . Stimulation of urban renewal and . Reduction in on-street parking development opportunities . Changes in load zone locations and in some . Enhanced business connectivity cases reduced access to loading zones . Improved business revenue and viability . Businesses requiring bulky goods transfer likely . Increase in passing trade and potential to lose business as no on street parking sales available . Improved employee and customer access . Reduction in passing trade to some businesses . Improved visual amenity due to altered pedestrian network . Increased business exposure . Reduction in workplace productivity and . Greater connectivity to other employment amenity due to noise generated from the rail centres service . Increased potential for new and repeat . Decrease in outdoor seating. customers.

While construction of the project is likely to stimulate broader economic benefits, at the local business precinct level, businesses and property owners may experience a degree of disruption and inconvenience. This would more likely be the case for businesses located in close proximity to the construction compounds

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than the wider study area and those that are the subject of acquisition or lease cessation. Table 2 provides a summary of the local business impacts during construction that were deemed to potentially have a large to moderate negative impact. This has been undertaken for each local business precinct.

Table 2: Summary of construction impacts with potential to have a large to moderate negative effect on businesses Local business Significance of Construction impacts resulting in a potential negative effect (large and precinct impact moderate) All precincts Moderate negative . Unplanned utility disruptions.

Westmead Moderate negative . Acquisition of private properties . Localised traffic network alterations . Property access . Changes to pedestrian route . Removal of existing bus stop . Reduction in on-street parking . Disturbance from and proximity to construction noise and vibration levels . Reduced air quality . Reduced visual amenity and visibility. North Parramatta Large negative . Reduction in on-street parking Moderate negative . Acquisition of private properties . Localised traffic network alterations . Property access . Changes to pedestrian route . Removal of existing bus stop . Bus diversions during construction . Disturbance from and proximity to construction noise and vibration levels . Reduced air quality . Reduced visual amenity and visibility. Large negative . Reduction in on-street parking . Impact to night time economy Parramatta CBD . Localised traffic network alterations (Church Street). Moderate negative . Changes to pedestrian route . Property access . Impact to night time economy . Relocation of loading zones . Localised traffic network alterations . Disturbance from and proximity to construction noise and vibration levels . Reduced air quality . Reduced visual amenity and visibility. Rosehill & Camellia Moderate negative . Acquisition of private properties . Changes to rail service . Property access . Reduction in on-street parking . Disturbance from and proximity to construction noise and vibration levels. Carlingford Moderate negative . Acquisition of private properties . Changes to rail service

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Local business Significance of Construction impacts resulting in a potential negative effect (large and precinct impact moderate) . Reduced commuter parking . Disturbance from and proximity to construction noise and vibration levels. Construction activities may however stimulate demand for goods and services in the broader economy, creating more employment opportunities and enhancing local economies through construction worker expenditure. Table 3 overviews the potential positive impacts of the project during construction on businesses within the local business precincts and broader region. Please refer to Chapter 5 for a more detailed assessment of the potential impacts to businesses during construction. To minimise the impact on identified local businesses during construction mitigation measures are provided in Chapter 7.

Table 3: Summary of construction impacts with potential to have a slight or moderate positive effect on businesses Precinct Significance Source of impact Businesses that may Potential effect on of impact benefit businesses All Slight Construction Retail, cafes, . Increase in passing trade precincts positive worker restaurants, take-away and potential sales. expenditure food, convenience stores, pubs All Moderate Goods and Broader region . Increase in employment precincts positive services demand opportunities across the broader region . Increase in business revenue. All Slight Passing trade Retail, cafes, . Increase in passing trade precincts positive from diversions restaurants, take-away and potential sales and food, convenience new business. stores During operation, the project would have some negative impacts associated with its operation. A summary of operation impacts with the potential to have a large to moderate negative effect on businesses is provided in Table 4. Mitigation measures are provided in Chapter 7. A more detailed assessment of these potential impacts is provided in Chapter 6.

Table 4: Summary of operation impacts with potential to have a large to moderate negative effect on businesses

Local business Significance of Operation impacts resulting in a potential precinct impact negative effect (large and moderate) Westmead Moderate negative . Reduction in on-street parking. North Parramatta Moderate negative . Reduction in on-street parking . Corridor delays. Parramatta CBD Large negative . Reduction in on-street parking.

Moderate negative . Corridor delays

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Local business Significance of Operation impacts resulting in a potential precinct impact negative effect (large and moderate) . Church Street rail priority zone. . Relocation of loading zones. Rosehill & Camellia Moderate negative . Reduction in on-street parking.

When operational, the project is likely to have positive impacts within the local business precincts. The enhanced capacity and frequency of the light rail service is likely to increase patronage, subsequently improving passing trade opportunity and business exposure. The improved service frequency may enhance customer and employee access, making the local business precincts more desirable locations to visit and work. The increased rail service capacity may also act as a catalyst for development and urban renewal along the corridor, potentially attracting more residents and businesses to invest, operate and live in the area. Table 5 provides a summary of the operational impacts resulting in potential moderate or significant positive effects on business operation or revenue. Table 5: Summary of operational impacts with potential to have a large to moderate positive effect on business operation or revenue

Local business Significance of Operation impacts resulting in a potential positive effect precinct impact (large and moderate) All precincts Large positive . Frequent rail service . Active Transport Link . Increased patronage. Moderate positive . Urban renewal and development opportunity.

Westmead Moderate positive . Increased pedestrian accessibility . Public transport alterations. North Parramatta Moderate positive . Increased pedestrian accessibility.

Parramatta CBD Moderate positive . light rail and pedestrian zone . Night economy (rail frequency). . Increased pedestrian accessibility . Public transport alterations. Rosehill & Moderate positive . Increased pedestrian accessibility. Camellia Carlingford Moderate positive . Increased pedestrian accessibility.

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1 INTRODUCTION

1.1 Project background Transport for New South Wales is developing the Parramatta Light Rail to deliver a light rail network from Westmead to Carlingford via Parramatta CBD and Camellia. This work builds on the actions identified in the NSW Long Term Transport Master Plan (Transport for NSW, 2012) Sydney’s Light Rail Future – Expanding public transport, revitalising our city (NSW Government, 2012) and Unlocking Western Sydney’s Potential with Light Rail: Western Sydney Light Rail Feasibility Study (Parramatta City Council, 2013). In December 2015, the NSW Government announced a preferred network for Parramatta Light Rail to link areas that are being transformed by government and private investment, including Westmead, North Parramatta, Camellia, Telopea, Rydalmere and Sydney Olympic Park. Parramatta Light Rail would also serve major attractions in the Parramatta CBD including the new Western Sydney Stadium and the Museum of Applied Arts and Science. On 17 February 2017, the NSW Government announced it would be proceeding with the first stage of Parramatta Light Rail. Parramatta Light Rail (Stage 1) (the project) would extend from Westmead to Carlingford via Parramatta CBD and Camellia.

1.2 Stage 1 project description The project would include the provision and operation of the following key features: . A light rail network of around 12 kilometres in length. This includes approximately seven kilometres within the existing road corridor separated from general traffic and approximately five kilometres utilising the existing Carlingford Line heavy rail and Sandown Line for use as dedicated light rail corridors . A total of 16 stops (subject to further design development). The stops would form a combination of side and island platforms depending on the final design of the project and existing constraints at each stop location. Platforms would be approximately 45 metres long . Interchanges with existing rail and/or bus facilities at Westmead, Parramatta CBD, and Carlingford . Creation of two light rail priority zones (no general vehicle access) along Church Street (generally between Lennox Bridge and Macquarie Street) and Macquarie Street (generally between Horwood Place and Smith Street) within the Parramatta CBD

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. Light rail vehicle (LRV) driver amenities at light rail termini at Westmead and Carlingford and at the stabling and maintenance facility at Camellia . An integrated maintenance and stabling facility located in Rosehill. The maintenance facility would consist of a number of elements including:

o Stabling area for storage of LRVs o A stabling and maintenance building including a workshop containing servicing tracks to undertake LRV inspections and administration facilities for managing the administration, operation and maintenance of the PLR Systems

o An automatic train wash plant and sanding plant for replenishing LRV sand boxes and for testing sanding equipment. . Provision of a number of new bridge structures along the alignment including over James Ruse Drive, Clay Cliff Creek, Parramatta River (near the Cumberland Hospital) and Vineyard Creek, Rydalmere . Modification (including potential duplication at some locations) of Lennox Bridge (Church Street) and five existing bridge structures along the Carlingford Line (Parramatta River, Vineyard Creek, Kissing Point Road, Adderton Road and Pennant Hills Road) to accommodate the light rail alignment and active transport links . Alterations to the existing road network to accommodate the proposed action, including line marking, additional traffic lanes and turning lanes, new traffic signals, and changes to traffic flows (e.g. creation of left-in, left-out arrangements etc.) . Ancillary infrastructure including up to eight electricity substations and overhead lines and poles to allow for LRV operations. . Active transport corridors (shared paths) and additional urban design features along sections of the alignment and at stop locations . Replacement of existing rail infrastructure along the former Sandown Line corridor, between the junction at Camellia Stop and the stabling and maintenance facility, and removal of the remaining rail infrastructure, east of the stabling and maintenance facility. . Removal of existing rail infrastructure at the Parramatta Road level crossing and closure of the existing Carlingford Line north of Parramatta Road.

The project corridor is shown in the figure below

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Figure 1: The project

The assessment of the project has been undertaken using both a regional and local (or precinct-based) approach to assessment of potential environmental impacts. This approach has been used to reflect the different local areas along the project alignment, each which have a distinctive character and which would be impacted in different ways by the project. Five separate precincts have been identified along the project alignment and have been used as the basis for reporting potential impacts within this assessment. The identified precincts are: . Westmead Precinct – between the Westmead terminus and the Parramatta River crossing west of the Cumberland Hospital district . Parramatta North Precinct – between the Parramatta River crossing west of the Cumberland Hospital district and Victoria Road . Parramatta CBD Precinct – between Victoria Road and Purchase Street (inclusive of Robin Thomas Reserve) . Rosehill and Camellia Precinct – between Purchase Street and the stabling and maintenance facility . Carlingford Precinct – consisting of the existing heavy rail line, north of the Parramatta River.

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1.3 Purpose and scope of this report

It is the intention of Transport for NSW to declare the project both state significant infrastructure and critical state significant infrastructure. This would make the project subject to assessment by the Department of Planning and Environment and require approval by the Minister for Planning, under Part 5.1 of the (NSW) Environmental Planning and Assessment Act 1979 (EP&A Act). This business impact assessment (BIA) is one of a number of technical papers that forms part of the Environmental Impact Statement (EIS). The purpose of this technical paper (the study) is to identify and assess potential impacts of the project during both construction and operation upon local businesses. In doing so it responds directly to the Secretary’s Environmental Assessment Requirements (SEARs) outlined in Section 1.4. For the purposes of this study a local business is defined as a commercial operation which is within the vicinity of the study area, such that, it could be impacted during either the construction or operational phase. Based on comparable projects in NSW, a local BIA for this project has been defined as a qualitative and quantitative assessment of the potential impacts on local businesses in the immediate vicinity of proposed stop precincts and work sites (the study area).

1.4 Secretary’s environmental assessment requirements

SEARs relating to impacts on local businesses are described in Table 6 below.

Table 6: Secretary’s environmental assessment requirements – business impacts Requirement Where addressed in this paper

. The Proponent must assess impacts from construction and . Refer to Chapter 5 and 6 operation on potentially affected businesses including property acquisitions/adjustments, access, amenity and relevant statutory rights.

1.5 Structure of this study This study is structured as follows: . Chapter 1 – (this Chapter)– project background and description . Chapter 2 – a description of the methodology used for the assessment . Chapter 3 – a review of international literature of the key economic implications of light rail transport projects within major cities . Chapter 4 – an overview of the existing environment . Chapter 5 – an assessment of potential impacts during the construction phases of the project . Chapter 6 – an assessment of potential impacts during the operational phases of the project . Chapter 7 – an overview of potential mitigation measures.

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2 ASSESSMENT METHODOLOGY

2.1 General methodology This BIA methodology responds to the SEARs. In preparing the BIA, the following methodology was applied. 1. A review of previous BIA’s was undertaken. This review identified common business impacts and lessons learned from previous transport infrastructure projects (refer to Appendix 1) 2. An international literature review was undertaken to identify key economic implications of light rail transport projects within major cities and how they impact upon the viability of local businesses (refer to Chapter 3) 3. Based on the Parramatta Light Rail precincts, as defined by Transport for NSW, HillPDA defined a study area based on local business precincts (refer to section 2.2 and 4.2) 4. A profile of the local business precincts’ existing employment characteristics and businesses that may be influenced by the project (using ABS Census 2011 data and Transport Performance and Analytics unit (TPA) 2011 Journey to Work Data1) was developed 5. Consultation with businesses within the study area was undertaken to determine community and business values and concerns 6. Issues and comments raised through the consultation were reviewed helping to identify potential impacts to businesses from both a business owner and employee perspective 7. A review of the other supportive technical reports of the EIS was undertaken identifying the potential impacts upon businesses that may occur as a result of the project 8. An assessment of the significance of these impacts during construction and operation using the Strategic Merit Assessment rating levels (refer to Table 7) was undertaken 9. Plans and strategies for monitoring and managing potential impacts during both construction and operation were identified.

2.2 Study area and local business precincts The Parramatta Light Rail precincts, as illustrated in Figure 1, were defined by Transport for NSW for the purpose of assessing impacts in the EIS. This BIA expands the Parramatta Light Rail precincts to enable possible sensitive business receivers to be identified. These expanded precincts are referred to as local business precincts within this study (refer to Figure 8). The combined area of the local business precincts is referred to as the study area (refer to Figure 2).

1 The Bureau of Transport Statistics and Bureau of Freight Statistics were merged to create the new Transport Performance and Analytics unit

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The local business precincts were defined using the TPA geographical boundary known as Travel Zones (TZ). Any TZ that contained business uses and intersected with the 400m radius of the proposed alignment, stops, ancillary facilities and compound sites, initially defined the local business precinct. Further consideration was then given to natural and artificial barriers such as rivers and main roads, the presence of major stakeholders such as medical or educational facilities or the extent of employment zoned land such as Parramatta CBD. Therefore, in some instances, the study area extends beyond or terminates before the 400m radius due to the extent of the intersecting, the presence of natural and artificial barriers, major stakeholders, or extending employment zoned land. The defined study area for the BIA can be seen below in Figure 2.

Figure 2: Parramatta light rail local BIA study area

Source: HillPDA

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2.3 Business survey approach The purpose of the business impact survey was to identify the ways in which local businesses may be affected by the project during construction and operation. To identify the potential key impacts associated with the project, a survey of 131 businesses located within the local business precincts was undertaken. The survey was undertaken with a wide variety of local retailers, commercial operators and other businesses to gain a better understanding of key issues, values, perceptions and concerns in relation to the economic impacts of the project. The survey encompassed a range of questions relating to the existing business, access and delivery requirements, and perceptions and concerns regarding the construction and operational phases of the project. The business surveys were conducted from Monday 6 March 2017 to Wednesday 8 March 2017. Information collected from each business was collated into a database for analysis. Findings from this survey have been analysed and summarised in Appendix B.

2.4 Business impact assessment framework and rating The BIA involves the identification and evaluation of changes to existing business conditions due to the project’s design, construction or operation. This includes the assessment of direct and indirect benefits and effects/impacts. The BIA considers effects of the project on businesses such as, but not limited to, changes to passing trade, noise and vibration, parking availability, road network alterations, pedestrian access, employment and recruitment, business access and connectivity, loss of power and utilities, and reduced amenity. A summary of the impacts are provided in a table at the end of each business impact sub-topic (refer to Chapters 5 and 6). The table provides an overview of the relevant local business precincts that may be affected, the potential effect on businesses and an assessment of the significance of the potential impact. Each overall impact or effect has been assessed against the objective impact table options rating scale as defined in the National Guidelines for Transport System Management in Australia (Australian Transport Council 2016). HillPDA has adapted the rating scale descriptions to be more relevant to businesses and the project. The significance of impacts has been assessed in accordance with the assessment rating levels outlined in Table 7.

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Table 7: Objective impacts table options rating scale Rating level Description

Large negative Major negative impacts with serious, long-term and possibly irreversible effects leading to serious damage, degradation or deterioration of the physical, economic or social environment. Requires a major re-scope of concept, design, location and justification, or requires major commitment to extensive management strategies to mitigate the effect.

Moderate Moderate negative impact on numerous businesses within the local business precincts and potentially negative businesses outside the local business precincts. Impacts may be short, medium, or long-term and impacts will most likely respond to management actions.

Slight negative Minimal negative impact, probably short-term, able to be managed or mitigated, and will not cause substantial detrimental effects. May be confined to a small area within the local business precincts or a small number of businesses.

Neutral Neutral - no discernible or predicted positive or negative impact.

Slight positive Minimal positive impact, possibly only lasting over the short-term. May be confined to a limited area.

Moderate positive Moderate positive impact on numerous businesses. Impacts may possibly of short, medium or long-term duration. Positive outcome may be in terms of new opportunities and outcomes of enhancement or improvement.

Large positive Major positive impacts resulting in substantial and long-term improvements or enhancements of the existing environment.

Adapted by HillPDA from the Australian Transport Assessment and Planning Guideline, F3 Options generation & assessment Table 3 OIT options rating scale NGTSM06, Volume 2

The likelihood of the impact occurring was also considered during the assessment of impacts. The criteria for measuring the likelihood of the impact are provided in Table 8 .

Table 8: Likelihood definition Likelihood Definition Probability

Almost certain Expected to occur frequently during time of activity or project (10 or more times per >90% year)

Likely Expected to occur occasionally during time of activity or project (1 to 10 times per year) 75% to 90%

Possible More likely to occur than not occur during time of activity or project (once per year) 50% to 75%

Unlikely More likely not to occur than occur during time of activity or project (once every 1 to 10 25% to 50% years)

Rare Not expected to occur during the time of activity or project (once every 10 to 100 years) 10% to 25%

Almost Not expected to ever occur during time of activity or project (less than once every 100 <10% unprecedented years)

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2.5 Assumptions The assessment has been prepared on the basis of the following assumptions: . HillPDA was accompanied by representative from Transport for NSW when undertaking the business surveys. All information regarding the project was provided and communicated by these representatives. At the very least survey respondents were provided with preliminary project information only, and were not made aware of the extent of works that were occurring around their business. Engagement with the community and businesses has been ongoing since surveys were undertaken in March. HillPDA was also provided with transcripts by Transport with NSW from their consultation with Westmead Hospital and Western Sydney University Parramatta Campus . Early works (including property acquisition, service relocations, building demolition and site preparation for construction) is expected to commence mid-2018 . Construction would be staged across the local business precincts to minimise impacts upon businesses . Possessions would predominately occur during business operation quiet times such as at weekends and during school holiday periods . The project would become operational in 2023 and provide a fast, reliable service every seven and a half minutes in peak periods . The cost of travel would be comparable and in keeping with existing public transport options that use the electronic Opal ticketing system. The project would follow the route alignment and stop locations presented in Figure 1.

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3 INTERNATIONAL LITERATURE REVIEW

The following Chapter provides an overview, based on local and international literature, of the key economic implications of light rail transport projects within major cities that could impact upon the viability of local businesses. The key findings of this research have helped to inform the identification and likely scale of impacts associated with the project.

3.1 Transportation improvements and economic development Improvements to public transport can provide economic benefits to businesses, particularly serving large cities where cost savings and productivity gains tend to be high2. By attracting discretionary travellers, increasing transit patronage and providing a catalyst for more efficient land use, light rail transit provides various cost savings and efficiency gains for businesses, including congestion reduction, road and parking cost savings and consumer savings. These economic savings and efficiency benefits filter through the economy as savings to consumers, businesses and governments, making a city and region more productive, attractive to investment and competitive.

3.2 Measuring the benefits of transportation improvements The economic benefits of transport improvements are wide ranging and include economic growth, increased productivity, employment generation and greater levels of investment and competition. Quantifying the economic benefits of transport improvements is difficult as the impacts are often widespread and gradual. The agglomeration effects of transport projects are also difficult to identify and evaluate. As a consequence many of the wider benefits generated by transport improvements are not calculated in a benefit cost analysis. This can lead to the scale of transport provision being less than the social optimum (N rather than N*), refer to Figure 3 below.

Figure 3: The relationship between cost/benefits and the scale of transport improvements

2 Cambridge Systematics (1998), Economic Impact Analysis of Transit Investments: Guidebook for Practioners, Report 35, Transit Cooperative Research

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Source: Revised from Chatman and Noland (2011)

There are, however, an increasing number of methods being developed to evaluate the wider benefits of transport improvement. A recent study in the United Kingdom has shown that the inclusion of the wider economic benefits (which include agglomeration benefits) raised the Benefit-Cost Ratio (BCR) of the London Crossrail project from 2.55 to between 3.47 and 4.913. Similarly a Victorian Government study found the inclusion of wider economic benefits raised the BCR of the proposed East–West rail line in Melbourne by approximately 40%4. Furthermore, for a local context, a recent study undertaken by PwC assessed the economic return on investment that the development of the Epping to Chatswood Rail Link provided to Sydney’s economy. This was partly achieved through assessing pre-growth and post-growth rates of Macquarie Park and its surrounding precincts. The report found that post operation of Macquarie Park station, Macquarie Park generated an estimated $1.02 billion to $1.49 billion of additional economic activity per annum5. This was attributed to the opening of the railway line allowing for increased business operations, increased compensation to employees and greater tax revenue6.

Figure 4: Economic output per employee (Macquarie Park)

Source: Better public transport better productivity. The economic return on public transport investment, PwC

Specifically, the report found those businesses within Macquarie Park and its surrounds were the primary beneficiaries of the new railway line. While growth in employment and wages was observed, the strongest returns were observed within business investment and operations within the local area. Associated with this increased business investment and operations was an increase in tax revenue generated7.

3 Jenkins, J., Colella, M. and Salvucci, F. (2011), Agglomeration benefits and transportation projects, Transportation Research Record, 2221, 104-111. 4 Eddington, R. (2008), Investing in transport: East West Link needs assessment. Government of Victoria, Melbourne 5 Better public transport better productivity. The economic return on public transport investment, PwC 6 Better public transport better productivity. The economic return on public transport investment, PwC 7 Better public transport better productivity. The economic return on public transport investment, PwC

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Increases to business profitability were observed through the commencement of construction to operation, with a period of rapid acceleration upon completion of the railway line.

Figure 5: Drivers of economic growth in Macquarie Park

Source: Better public transport better productivity. The economic return on public transport investment, PwC

3.3 The impact of transportation improvements on agglomeration effects and productivity ‘Public transit improvements can lead to more clustered and higher-density employment and enable urban growth, giving rise to agglomeration economies by making labour markets more accessible, increasing information exchange, and facilitating…”specialisation in business operations8.’ Agglomeration effects can be divided into two categories: . location externalities, which are external to the company but internal to the industry, such as the labour market pool, knowledge sharing and spill over; and . urbanisation externalities, which are external to the company and the industry but internal to the city, arising from the sharing of public goods, the proximity of input-output, inter-industry interaction and so on9. As one of the main effects of agglomeration, productivity in city areas will increase as the size of the city grows through increase retail, commercial and residential development. There is a body of empirical studies aimed at identifying the relationship between city size and productivity, the majority of which comes to positive conclusion10. Numerous up-to-date surveys of the empirical literature on the relationship between productivity and agglomeration are known to exist11. However, research has also found that agglomeration is accompanied by additional costs, the main one being transport related. Transport costs are crucial

8 Chatman, D G, & Noland, R B (2014) Transit Service, Physical Agglomeration and Productivity in US Metropolitan Areas. Urban Studies, 51(5), 917-937 9 Marshall, A. (1920), Principles of economics, McMillan Publishers, London; Jacobs, J. (1969), The economy of cities, Random House, New York. 10 Moomaw, R. L. (1983), Is population scale a worthless surrogate for business agglomeration economies?’ Regional Science and Urban Economics, 13, 525-545; Henderson, J. V. (1986), Efficiency of resource usage and city size. Journal of Urban Economics, 19, 47-70; Ciccone, A. and Hall, R. E. (1996), Productivity and the density of economic activity'. American Economic Review, 86, 54-70; Ciccone, A. (2002), Agglomeration effects in Europe. European Economic Review, 46, 213-227. 11 osenthal, S. S. and Strange, W. C. (2004), Evidence on the nature and sources of agglomeration economies', in Henderson, J. V. and Thisse, J. F. (ed.), Handbook of regional and urban economics,4, North Holland Publisher, New York; Melo, P. C., Graham, D. J. and Noland, R. B. (2009), A meta-analysis of estimates of urban agglomeration economies', Regional Science and Urban Economics, 39, 332-342.

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in determining the scope of economic activity that businesses and households can access. Improvements to transport can improve the accessibility of economic activities and technology spill overs by reducing travel times or the costs of travel, giving rise to positive agglomeration benefits which in turn increase firm productivity and enhance consumer welfare. Therefore, transport improvements can be beneficial to agglomeration and productivity, directly or indirectly. Eberts and McMillen (1999) indicated that transport improvement, which brings economic agents12 closer, could increase the potential for interaction and therefore enhance the benefits of agglomeration economies13 (the benefits from concentrating output and housing in particular areas). They also showed that the agglomeration equilibrium is even more centralised under the assumption of decreased transportation costs. Mori (1997) developed an analytical model that describes the formation of the megalopolis among central cities, largely in

12 An individual, company or such that has an effect on the economy 13, R. W. and McMillen, D. P. (1999), Agglomeration economies and urban public infrastructure', in Mills, E. S. (ed.), Handbook of regional and urban economics,3, North-Holland Publisher, New York.

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response to the lower cost of transportation14. The Core-Periphery structure model of Krugman (1991) argued that the combination of scale economies and moderate transportation costs encourages the users and suppliers of intermediate inputs to cluster near each other15. Venables (2007) developed a theoretical model to demonstrate that there are external benefits from transport investment related to agglomeration and that these can be measured from the elasticity of productivity with respect to employment density16. The relationship between transport, agglomeration effect and urban productivity can be illustrated simply Figure 6.

Figure 6: The relationship between transport, agglomeration effect and productivity

Portland has seen over $2 billion of development surrounding the downtown station areas. Dallas and Denver experienced similar success stories. With the introduction of Dallas Area Rapid Transit (DART), Dallas Source: A. J. Venables, 2007 has experienced over $1.3 billion in development, 3.4 Light rail and urban renewal while Denver’s Lower Light rail can have a positive impact on urban growth, land use, intensification and Downtown (LoDo) has been revitalisation17. These impacts are not accidental18. However, significant impacts recognized as one of the and stimulated economic benefits only occur when a system is planned with United States’ most policies and complementary land-use strategies in place19. Positive development successful new urban neighbourhoods with the impacts of light rail systems are restricted to regions that are rapidly growing and 20 implementation of light have a healthy underlying demand for high density, mixed-use development . rail22. When light rail stops are in areas where the existing surrounding land uses and policies are conducive to high-density development, they can have positive impacts to business development and quality of life21. As a relatively permanent investment along a fixed corridor, light rail can encourage urban development in city centres and declining areas, change the pattern of urban development, influence land uses and increase nearby property

14 Mori, T. (1997), A modelling of megalopolis formation: the maturing of city systems', Journal of Urban Economics, 42, 133-157. 15 Krugman (1991) Krugman, P. (1992), A dynamic spatial model, National Bureau of Economic Research, Cambridge. 16 Venables, A. J. (2007), Evaluating urban transport improvements: cost-benefit analysis in the presence of agglomeration and income taxation', Journal of Transport Economics and Policy, 41, 173-188. 17 Carver, R. (1984), Light rail transit and urban development. Journal of the American Planning Association, 50(2), 133–147; Carver, R., & Sullivan, C. (2011), Green TODs: Marrying transit-oriented development and green Urbanism. International Journal of Sustainable Development and World Ecology, 18(3), 210–218; Crampton, G. R. (2003), Economic development impacts of urban rail transport. Jyvaskyla, Finland: European Regional Science Conference; Filion, P., & McSpurren, K. (2007), Smart growth and development reality: The difficult co-ordination of land use and transport Objectives. Urban Studies, 44(3), 501–523; Geller, A. (2003), Smart growth: A prescription for livable cities. American Journal of Public Health, 93(9), 1410–1415; Handy, S. (2005), Smart growth and the transportation—land use connection: What does research tell us? International Regional Science Review, 28(2), 146–167; Litman, T. (2011), Evaluating land use impacts. Retrieved from the Victoria Transportation Policy Institute, http://www.vtpi.org/landuse.pdf; Marstens, M. (2006), Adaptive cities in Europe: Interrelationships between urban structure, mobility and regional planning strategies. Ph.D. dissertation. The Netherlands: University of Amsterdam. 18 Carver, R. (1984), Light rail transit and urban development. Journal of the American Planning Association, 50(2), 133–147. 19 Ibid 20 Handy, S. (2005), Smart growth and the transportation—land use connection: What does research tell us? International Regional Science Review, 28(2), 146–167. 21 IBID 22 P. Topalovic, J. Carter, M. Topalovic and G. Krantzberg (2012), Light Rail Transit in Hamilton: Health, Environmental and Economic Impact Analysis

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values. It can also help strengthen development in existing neighbourhoods, rejuvenate declining areas and attract new clusters of development and businesses around stop sites23. These benefits being particularly pronounced in areas with existing poor levels of public transport. Development investments influenced by the implementation of a light rail system can include the creation of new housing, offices, services, and shops. Cities (such as San Diego) which have successfully implemented light rail systems have reported an increase in shopping commerce generated adjacent to the light rail line, the development of new residential and commercial areas and increased employment nodes. Although urban development has been reported around many implemented light rail lines, a 1995 report from the Transit Cooperative Research Program (TCRP)24 concluded that rail transit may not actually create new growth but simply redistribute growth that would have otherwise taken place elsewhere without the transit investment. However, light rail systems consistently influence and direct where and what kind of growth will take place25. Investment in light rail also has the potential to revitalise declining areas within cities where existing levels of transport are poor. An example is Portland central business district (CBD), which was once declining with office vacancy rates rising and retail activity fading. However, when their light rail system, (MAX), was implemented, office vacancy rates declined to levels below those of suburban office parks; there was an increase in rents; and the development of an attractive retail hub in the city. A light rail system will likely only influence changes in land use if it adds significantly to the accessibility, both geographically and economically, that is already provided by the roadway system26. The strongest development potential of light rail has been found to relate to CBDs, especially when paired with the use of increased density/development incentives and policies restricting parking supply as part of a broader redevelopment effort27. An example of this is the success of Calgary’s light rail system, the C-Train. The Project was implemented as a tool to encourage intensification of densities and land use development along their chosen corridors. The C-Train has contributed significant benefits to the city’s urban form, especially in the CBD, partly due to their commitment to the consolidation of land use, roadway and transit planning28. Calgary adopted a policy that limited not only the amount but also the location of CBD parking. The development took place on most of their former surface parking lots in the CBD. They combined limited roadway capacity and high priced, long stay parking rates in order to encourage travel via transit29. Calgary’s successful light rail system is

23 Carver, R. (1984), Light rail transit and urban development. Journal of the American Planning Association, 50(2), 133–147. 24 Handy, S. (2005), Smart growth and the transportation—land use connection: What does research tell us? International Regional Science Review, 28(2), 146–167 25 Carver, R. (1984), Light rail transit and urban development. Journal of the American Planning Association, 50(2), 133–147. 26 Handy, S. (2005), Smart growth and the transportation—land use connection: What does research tell us? International Regional Science Review, 28(2), 146–167 27 Ibid. 28 Charles, B., Hubbell, J., McKendrick, N., & Colquhoun, D. (2006), Calgary’s CTrain—effective capital utilization. Calgary, ON: Calgary Transit. 29 Ibid.

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due partly to their vision of an integrated policy solution and existing economic complementary forces30. Light rail is not the development ‘‘silver-bullet’’ but it is an important tool in encouraging smart growth. Without an appropriate, transport oriented policy context and urban environment development, revitalisation, intensification and investments are unlikely. However, even with these conditions fulfilled the desired development and densities are not guaranteed31. The smart growth strategy that can foster successful implementation of rapid transit projects is also important for improving quality of life, health and environmental sustainability, as this development pattern encourages walking, cycling and improves access to transit32.

4.5 Light rail and land values The evidence shows that there is a strong positive connection between Light Rail and land values, even in the pre-construction phase of the transit system. Increased land values for businesses can incentivise redevelopment while maximise returns for investment property owners. Increased redevelopment can revitalise an area increasing its amenity and popularity with potential consumers and employees. Proximity to transit nodes, smart growth, Transit Orientated Development (TOD) and property tax levels all affect the benefits that light rail can provide. Data from land value sales in Washington County, Oregon indicate that a high-density TOD is favoured at planned, future Light Rail stop sites over low density housing33. This gives some proof to the fact that planning can be used to influence land development and thereby influence land values before any tracks are actually laid. Whilst those against high-density development site issues such as increased pedestrian traffic and crime, the positive benefits such as increased accessibility and decreased congestion tend to outweigh the negatives (Knapp et al. 2001).

30 Hubbell, J., & Colquhoun, D. (2006), Light rail transit in Calgary: The first 25 years. Calgary, ON: Calgary Transit. 31 Handy, S. (2005), Smart growth and the transportation—land use connection: What does research tell us? International Regional Science Review, 28(2), 146–167 32 Frank, L., Andresen, M., & Schmid, T. (2004), Obesity relationships with community design, physical activity and time spent in cars. American Journal of Preventive Medicine, 27(2), 87–89. 33 Knapp, G. J., Ding, C., & Hopkins, L. D. (2001), Do plans matter? The effects of light rail plans on land values in station areas. Journal of Planning Education and Research, 21, 32–39.

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Figure 7: Conceptual framework linking rapid transit infrastructure investment and property value impacts

Source: Karl Baker, Peter Nunns; Access, Amenity and Agglomeration: What can we expect from rapid transit projects? 2015

Further evidence shows that plans for light rail can increase land values and discourage low-density development that does not make effective use of the identified Light rail stops. Many studies (Hess and Almeida 2007) indicate that land values increase at Light Rail stops as early as 1 year before stop construction or approximately 3 years after plans for the Light Rail are announced. Increased densities around rail stations would increase pedestrian traffic for retail businesses and the demand for additional services within the area. A study of the Dallas Area Rapid Transit (DART) system in 1999 found that the value added premium for retail spaces near stops was 30% over spaces located further away from Light Rail stops34. Another study of a light rail system linking Silicon Valley in Santa Clara County, California, found that development around transit nodes was higher than in other areas; these developments included housing, office building complexes and employment floorspace. This transit- oriented development was accompanied by incentives such as tax-exemptions, public assistance with land assembly and rezoning permits for higher than normal densities35. In the CBD of San Jose, commercial properties in proximity to Light Rail stops were worth $19/ft2 ($204/m2) more than other properties. The study also found that proximity to a rail corridor without nearby access to a stop might have little benefit36. Cervero and Duncan (2002) found substantial capitalisation benefits were found, on the order of 23% for a typical commercial parcel near a light rail transit stop

34 Carver, R., & Duncan, M. (2002), Transit’s value-added effects. Transportation Research Record, 1805, 8–15. 35 Carver, R., & Duncan, M. (2002), Transit’s value-added effects. Transportation Research Record, 1805, 8–15. 36 IBID

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and more than 120% for commercial land in a business district and within 0.25 mile of a commuter rail station. Evidence for the benefits of light rail development can be seen in the trend for transit authorities to aggressively purchase areas around potential transit nodes. In 1999 the Washington Metropolitan Area Transit Authority (WMATA)’s long- term lease arrangements near transit nodes lead to 24 joint development projects, and generated $6 million in annual income. These value-added benefits can be captured by the municipality in property taxes37. It is fairly evident that all the stakeholders in a transit project stand to benefit financially, socially and environmentally. These benefits are tied to connectivity and accessibility, which comes from stop access and travel time savings. Fixed track systems such as light rail have the largest benefit, especially over bus rapid transit, because they typically do not travel in traffic and operate similar to heavy rail at road crossings38.

Table 9: Premium value of properties within 800m of light rail System Property Location Distance from station Premium MetroLink House St Louis 30m 32% VTA* Apartment Santa Clara County 400m 45% VTA Office San Jose 400m 120% DART** Retail Dallas 400m 30% Source: TTF The Benefits of Light Rail 2010 *Santa Clara Valley Transportation Authority **DART - Dallas Area Rapid Transit

It is important to note that a number of studies have concluded that Light Rail has had little or no effect on land values and property taxes. While these studies are in the minority, it is important to ensure that regions investigating public transport as a catalyst for improved quality of life take into consideration a variety factors in addition to land values, in determining the success of its light rail transit system. Land values, quality of life, environmental sustainability and population health are related39. When there is a financial benefit to encourage transit oriented developments, health impacts can be realised by promoting the business case for undertaking large infrastructure projects40

37 IBID 38 IBID 39 Frank, L., Andresen, M., & Schmid, T. (2004), Obesity relationships with community design, physical activity and time spent in cars. American Journal of Preventive Medicine, 27(2), 87–89. 40 Frumkin, H. (2002), Urban sprawl and public health. Public Health Reports, 117, 201–217.

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4 EXISTING STUDY AREA CHARACTERISTICS

This Chapter outlines the existing local business operations in each of the identified five local business precincts within the study area. To gain an understanding of each of the local business precincts and potential impacts to operations, site visits have been undertaken (in addition to desktop research) of local businesses surrounding the proposed alignment, stops and work sites. Site visits were undertaken between Monday 6 March 2017 and Friday 10 March 2017. As detailed in Chapter 2, specifically Section 2.2, by definition, this report is confined to ‘local businesses’, and has generally been confined to a 400 metre radius around the project area. For the purpose of analysing the unique employment characteristics of each precinct, TPA ‘Journey to Work’ data has been used and, as such, TZ boundaries have been adopted for the purposes of defining the study areas precinct boundaries.

4.1 Workforce and employment definitions used

4.1.1 Local workforce

The local workforce refers to residents living within the precinct aged 15 years and over who are in the workforce. While the resident lives within the precinct, their place of work may or may not be located within the precinct.

4.1.2 Local employment

Local employment refers to persons aged 15 years and over working in the precinct, regardless of their place of usual residence.

4.2 Local business precinct overview For the purpose of the BIA, five local business precincts have been defined (refer to Figure 8), these being: . Westmead Precinct . North Parramatta Precinct . Parramatta CBD Precinct . Rosehill and Camellia Precinct . Carlingford Precinct. The following provides an overview of each local business precinct’s individual characteristics, highlighting any major stakeholders, land uses and existing characteristics focusing on those pertinent to local employment and businesses.

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The information provided within this section has been primarily sourced from the TPA.

Figure 8: Study area local business precinct overview

Source: HillPDA

4.3 Westmead Local Business Precinct

4.3.1 Existing characteristics and stakeholders

Major stakeholders and land uses within the precinct include Westmead Private and Public hospitals, Children Hospital at Westmead and Parramatta Marist High School. The Westmead Precinct and Westmead Hospital Master Plan (2013) details a preferred master plan option for an additional 380,000sqm of health related floorspace to be developed41. An announcement by the NSW Government in 2015 stated that over $5 billion would be allocated to upgrading 60 hospitals across NSW. Of this investment $900 million would be allocated to upgrading Westmead Hospital, specifically the upgrade would include: . $750 million to upgrade Westmead Hospital, including a new acute services building with an emergency department; up to 14 operating theatres; additional intensive care beds and more inpatient beds . $72 million to construct a new Westmead Hospital car park (2,200 spaces)

41 Westmead Precinct and Westmead Hospital Master Plan (2013)

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. $95 million for the Children’s Hospital at Westmead to expand the emergency department, operating theatres and day surgery unit and to construct the new Developing Mind Centre42. Furthermore, there is a 26 hectare industrial employment precinct known as Old Windsor Road – Northmead, located to the north of Toongabbie Creek. The employment precinct provided 1,138 jobs according to the Parramatta Employment Lands Strategy (ELS) 2016, with major employers including Coca Cola Amatil, Ontera Furniture and Regency Media. The ELS recommended that the employment precinct retain its current zoning of IN1 - General Industrial, so that it could provide capacity for any spill-over from the Westmead Health Precinct for biomedical and health related industries.

Figure 9: Westmead local business precinct

Source: HillPDA

4.3.2 Precinct employment generation

As of 2011, the precinct provided approximately 13,895 jobs. A detailed breakdown of employment at the Australian and New Zealand Standard Industry Classification43 (ANZSIC) 4 Digit Industry Codes revealed that the largest employment industry was hospitals with 8,273 or 60% of jobs. The next largest employment industry was soft drink, cordial and syrup manufacturing with 752 jobs or 5% of employment.

42 NSW Liberals February 2015 43 The Australian and New Zealand Standard Industrial Classification (ANZSIC) has been developed for use in the compilation and analysis of industry statistics in Australia and New Zealand. The Australian Bureau of Statistics and Statistics New Zealand jointly developed this classification to improve the comparability of industry statistics between the two countries and with the rest of the world (Source: ABS 2006).

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The top five employment industries by ANZSIC 4 Digit Industry Code are provided in the table below.

Table 10: Westmead local business precinct employment by ANZSIC 4 Digit Industry Code Industrial category Employment # Employment % Hospitals (except Psychiatric Hospitals) 8273 60% Soft Drink, Cordial and Syrup Manufacturing 752 5% Health Care and Social Assistance, nfd 480 3% General Practice Medical Services 304 2% Higher Education 273 2% Remaining 3,812 27% Total 13,984 100% Source: TPA JTW Data Table 2

4.3.3 Precinct employment place of origin

The five top local government areas (LGAs) that the precinct’s employment force originated from, as of 2011, were as follows: 1. Blacktown LGA – 2,824 workers or 20% 2. Parramatta LGA – 2,132 workers or 15% 3. The Hills Shire LGA – 1,642 workers or 12% 4. Holroyd LGA – 1,175 workers or 8% 5. Penrith LGA – 818 workers or 6%. The figure below provides a visual representation of where Westmead precinct’s workers originated from a SA2 level.

Figure 10: Westmead local business precinct employment place of origin (2011)

Source: HillPDA, TPA 2011

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4.3.4 Employment travel method

The primary travel method used by persons travelling to the precinct for employment, as of 2011, was either as a car driver or passenger, with 9,850 or 71% of the employment force used this method. Excluding persons that did not go to work on that day, the second most frequent travel method was by train with 1,150 or 8% of workers used this travel method. A detailed breakdown of the travel methods to work for the precinct’s employment base is provided below.

Table 11: Westmead employment base travel method to work (2011) Travel method Persons employed Employment % Car as driver 9,252 67% Did not go to work 1,681 12% Train 1,150 8% Car as passenger 598 4% Walked only 483 3% Bus 271 2% Mode not stated 192 1% Worked at home 83 1% Bicycle 74 1% Motorbike 41 0% Truck 23 0% Other mode 20 0% Taxi 16 0% Tram 6 0% Ferry 4 0% Total 13,894 100%

Source: TPA JTW Data Table 4

4.3.5 Westmead local business precinct key findings

The precinct contains significant employment generators including public / private health facilities, education and an industrial precinct. These employment generators significantly contributed to the Precinct providing 13,894 jobs as of 2011. The majority (47%) of these workers resided in the local LGAs of Blacktown, Parramatta and The Hills Shire. A detailed breakdown of employment generated in the Precinct at the ANZSIC 4 Digit Industry Codes revealed that 8,273 or 60% of jobs were attributed to hospitals. With the next largest employment industry was soft drink, cordial and syrup manufacturing, providing 752 jobs or 5% of employment. The primary travel method that persons working within the Precinct used to access their job, as of 2011, was by car, either as the driver or passenger, with 9,850 or 71% of the employment force using this method. Development of the

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Parramatta Light Rail would likely increase connectivity to and between the health facilities for workers and patients. It would also increase efficiencies for workers and visitors accessing the retail and commercial facilities around Westmead Station increasing potential passing trade for businesses around the stop node.

4.4 North Parramatta Local Business Precinct

4.4.1 Existing characteristics and stakeholders

The Parramatta North Urban Transformation Program (PUNT), which is managed by UrbanGrowth, is located in this precinct. The 30ha site includes the Cumberland Hospital, which contains several historic buildings. Upon completion the program would deliver a dynamic and vibrant area with heritage conservation at its core. Specifically, the program is projected to provide approximately 2,700 dwellings and 2,000 jobs. The proposed alignment would traverse the grounds of the Cumberland Hospital, providing a stop at Fleet Street, in close proximity. This would increase the hospital’s connectivity to surrounding health facilities and accessibility for future residents and employees. A 12 hectare industrial employment precinct, known as Northmead 44 is located in the north of the Precinct. As of 2015 there was no undeveloped land in the employment precinct45. The Parramatta ELS 2016 stated that the employment precinct provided 485 jobs, with key employers including Westbus, Campbell’s Wholesale Cash & Carry and Yakult Australia. The ELS recommended that the precinct be zoned from its current IN1 – General Industrial to IN2 – Light Industrial. This would allow for a wider range of light industrial uses, including offices and visitor accommodation to support the Westmead Health Precinct (Parramatta ELS 2016). The remaining businesses in North Parramatta Precinct are predominantly located within a B4 – Mixed Use and B6 – Enterprise Corridor zoning extending along Church St. Businesses located in the north of the precinct, and within the B6 zone, predominately comprises a mixture of highway / urban support services and large format retailing. At the southern end of the precinct, businesses along Church Street transition into a mix of commercial and retail services. Recent investment within this southern proportion has witnessed a revitalisation of businesses along Church Street.

44 Employment Lands Development Program 2015 45 ELDP 2015

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Figure 11: North Parramatta local business precinct

Source: HillPDA

4.4.2 Precinct employment generation

As of 2011, the precinct provided approximately 5,360 jobs. A detailed breakdown of employment at the ANZSIC 4 Digit Industry Codes revealed that the largest employment industry was hospitals with 411 or 8% of jobs. The next largest employment industry was aged care and residential services with 245 jobs or 5% of employment. The top five employment industries by ANZSIC 4 Digit Industry Code are provided in the table below.

Table 12: North Parramatta local business precinct employment by ANZSIC 4 Digit Industry Code Industrial category Employment # Employment % Hospitals (except Psychiatric Hospitals) 411 8% Aged Care Residential Services 245 5% Other Social Assistance Services 222 4% Accounting Services 206 4% Urban Bus Transport (Including Tramway) 165 3% Remaining 4,159 77% Total 5,408 100% Source: TPA JTW Data Table 2

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4.4.3 Precinct employment place of origin

The five top LGAs that the precinct’s employment force originated from, as of 2011, were as follows: 1. Parramatta LGA – 1,086 workers or 20% 2. Blacktown LGA – 934 workers or 17% 3. The Hills Shire LGA – 702 workers or 13% 4. Holroyd LGA – 429 workers or 8% 5. Penrith LGA – 337workers or 6%. The figure below provides a visual representation of where the precinct’s workers originated from at an SA2 level.

Figure 12: North Parramatta local business precinct employment place of origin

Source: HillPDA, TPA 2011

4.4.4 Employment travel method

The primary travel method used by persons travelling to North Parramatta local business precinct for employment, as of 2011, was either as a car driver or passenger, with 4,004 or 75% of the employment force using this method. Excluding persons that did not go to work on the day of the 2011 Census, the second most frequent travel method was by train with 281 or 5% of workers used this travel method. A detailed breakdown of the travel methods to work for the precinct’s employment base is provided below.

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Table 13: North Parramatta employment base travel method to work (2011) Travel method Persons employed Employment % Car as driver 3,697 69% Did not go to work 439 8% Car as passenger 307 6% Train 281 5% Bus 161 3% Walked only 142 3% Worked at home 111 2% Mode not stated 98 2% Truck 48 1% Bicycle 26 0% Motorbike 19 0% Other mode 18 0% Taxi 11 0% Ferry 0 0% Tram 0 0% Total 5,359 100%

Source: TPA JTW Data Table 4

4.4.5 North Parramatta local business precinct key findings

The North Parramatta local business precinct contains a diverse range of businesses and employment industries. The largest employer in this Precinct in 2011 was Cumberland Hospital, which employed 411 persons or 8% of the total 5,360 jobs generated within the Precinct. The wide range of businesses and employment industries are a result of the mix of business and industrial zones located within the precinct. This includes industrial and enterprise corridor zonings in the north transitioning into to mixed use areas around the hospital. A significant proportion of persons employed within the precinct lived in close proximity to the precinct. Despite this, the most frequent method of travel to work was by car (75% of workers). Increased public transport participation would likely help to reduce congestion on the local road network increasing efficiencies for transportation and servicing businesses while increase potential passing trade for businesses located around the stops.

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4.5 Parramatta CBD Local Business Precinct

4.5.1 Existing characteristics and stakeholders

As of 2016, Parramatta CBD provided approximately 682,470sqm of commercial office floorspace46. Commercial uses within the CBD are predominantly related to information and finance based services. A number of government agencies have relocated to Parramatta CBD as recent decentralisation policies have been implemented. Some major commercial tenants include: Australian Taxation Office; Colman and Greig; Deloitte; NSW Department of Attorney General and Justice; NSW Police; QBE; Parramatta City Council; PwC; Servcorp; Suncorp Bank; Sydney Water; Greater Sydney Commission and UrbanGrowth NSW47. In addition to this commercial space, the CBD also contains a significant proportion of retail uses. This is anchored by Westfield Parramatta which provides approximately 120,370sqm of retail floorspace. Major tenants include Myer, David Jones, Target, Kmart, Woolworths, Toys R Us, Coles and Rebel Sport. A further 403 speciality shops are contained within Westfield, occupying 46,760sqm of floorspace48. Parramatta local business precinct further contains two small industrial employment precincts, these being Victoria Road industrial employment precinct and Gregory Place - Harris Park industrial employment precinct. The Victoria Road employment precinct comprises 3.2 hectares of land and employed 289 persons49. Victoria Road primarily caters to local services. However recent developments include a gym, vet and trade link warehouse50. Consequently, the Parramatta ELS 2016 recommended that Victoria Road undergo a rezoning to B6 – Enterprise Corridor. The Gregory Place - Harris Park industrial employment precinct is approximately 2 hectares in size. One single building is located within the precinct providing 20,100sqm of floorspace. The occupier of the building is Hallmark Constructions, employing 11 persons51. The Parramatta ELS 2016 recommended that this employment precinct be investigated for residential development.

46 PCA Office Market Report 2016 47 Colliers Sydney Office Market Research Report 2014 48 PCA Shopping Centre Directory 2016 49 draft Parramatta ELS 2016 50 draft Parramatta ELS 2016 51 Parramatta ELS 2016

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Figure 13: Parramatta CBD local business precinct

Source: HillPDA

4.5.2 Precinct employment generation

As of 2011, the precinct provided approximately 42,280 jobs. A detailed breakdown of employment at ANZSIC 4 Digit Industry Codes revealed that the largest employment industry was banking with 4,372 or 10% of jobs. The next largest employment industry was state government administration with 4,063 jobs or 10% of employment. The top five employment industries by ANZSIC 4 Digit Industry Code are provided in the table below.

Table 14: Parramatta CBD local business precinct employment by ANZSIC 4 Digit Industry Code Industrial category Employment # Employment % Banking 4,372 10% State Government Administration 4,063 10% Central Government Administration 3,036 7% Police Services 2,159 5% General Insurance 1,450 3% Remaining 27,204 64% Total 42,283 100%

Source: TPA JTW Data Table 2

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4.5.3 Precinct employment place of origin

The five top LGAs that the precinct’s employment force originated from, as of 2011, were as follows: 1. Blacktown LGA – 6,331 workers or 15% 2. Parramatta LGA – 5,740 workers or 14% 3. The Hills Shire LGA – 3,480 workers or 8% 4. Holroyd LGA – 3,236 workers or 8% 5. Penrith LGA – 3,213workers or 8%. The figure below provides a visual representation of where the precinct’s workers originated from at an SA2 level.

Figure 14: Parramatta CBD local business precinct employment place of origin (2011)

Source: HillPDA, TPA 2011

4.5.4 Employment travel method

The primary travel method used by persons travelling to Parramatta CBD local business precinct for employment, as of 2011, was either as a car driver or passenger, with 20,933 or 50% of workers using this method. The second most frequent travel method was by train with 10,831 or 26% of workers using this travel method. A detailed breakdown of the travel methods to work for the precinct’s employment base is provided below.

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Table 15: Parramatta CBD employment base travel method to work (2011) Travel method Persons employed Employment % Car as driver 18,785 44% Train 10,831 26% Did not go to work 3,817 9% Bus 3,499 8% Car as passenger 2,148 5% Walked only 1,624 4% Mode not stated 603 1% Worked at home 292 1% Bicycle 215 1% Motorbike 204 0% Other mode 82 0% Truck 81 0% Taxi 74 0% Tram 15 0% Ferry 9 0% Total 42,279 100%

Source: TPA JTW Data Table 4

4.5.5 Parramatta CBD local business precinct key findings

The Parramatta CBD local business precinct is the primary financial and administrative centre outside of Sydney CBD. This is evident within the largest employment industry where banking employed 4,372 persons or 10% of all jobs within the precinct. The next two largest industries were State and central government administration, which employed 7,100 persons or 17% of jobs. In addition to the large amount of commercial office floorspace contained within the CBD (over 680,000sqm), there exists a large quantum of retail floorspace. The retail offer is anchored by Westfield Parramatta which provides over 120,000sqm of floorspace and is anchored by two department stores, two discount department stores and two supermarkets. The wide range of businesses and employment industries stem from the mixture of business and industrial zones located within the precinct. A significant proportion of persons employed within the precinct live in close proximity to the precinct. Despite this, the most frequent method of travel to work was by personal automobile (50% of workers). As such, the development of the Parramatta Light Rail project would provide an alternative sustainable travel method for employees to access employment opportunities and businesses within the precinct. Increased public transport participation would likely help reduce congestion on the local road network while increase potential passing trade for businesses located around the stops.

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4.6 Rosehill and Camellia Local Business Precinct

4.6.1 Existing characteristics and stakeholders

Major stakeholders in the local business precinct include Rosehill Gardens Racecourse (operated by Australian Turf Club), Western Sydney University, Valvoline Raceway and British Petroleum Company. The precinct contains three industrial employment precincts, which when combined provides 346 hectares of land. The largest of these employment precincts is known as Camellia/Rosehill which provides approximately 236 hectares of land, of which, 92% or 218 hectares was developed as of 201552. The Parramatta ELS 2016 stated that this employment precinct provided 2,196 jobs with key employers being James Hardie, API and Armaguard. The strategy recommended that a detailed Structure Plan be prepared that examines the potential for urban renewal within the precinct. The development of the Parramatta Light Rail would further act as a catalyst for this renewal. The second largest industrial employment precinct is known as Rydalmere with approximately 105 hectares of industrial zoned land, of which, 98% or 103 hectares was developed in 201553. The Parramatta ELS 2016 stated that the employment precinct provided 3,383 jobs with key employers being Thales Underwater Systems, Jaycar Electronics, Hunter Douglas, Wesley Employment Services, Foxteq and CEVA Freight Manufacturing. The strategy recommended that a ‘detailed Structure Plan’ be prepared for the precinct which fully examines its potential to develop as a key part of the Rydalmere Education Precinct – in particular to encourage the emergence of new industries and employment opportunities as well as address the potential impact of the future Light Rail’ (Parramatta ELS 2016). The third industrial employment precinct is known as River Road West which provides approximately 4.9 hectares of developed industrial land54. The Parramatta ELS 2016 stated that this employment precinct provided around 335 jobs with key employers Denlo Group, Trivett Land Rover Jaguar and Younis and Co. The strategy recommended that the precinct be regenerated so that the precinct can transform into a desirable mixed use area that capitalises on the potential Light Rail route through the employment precinct (Parramatta ELS 2016).

52 ELDP 2015 53 ELDP 2015 54 ELDP 2015

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Figure 15: Rosehill and Camellia Precinct local business precinct

Source: HillPDA

4.6.2 Precinct employment generation

As of 2011, the precinct provided approximately 13,637 jobs. A more detailed breakdown of employment at the ANZSIC 4 Digit Industry Codes revealed that the largest employment industry was road freight transport with 820 or 6% of jobs. The next largest employment industry was investigation and security services with 704 jobs or 5% of employment. The top five employment industries by ANZSIC 4 Digit Industry Code are provided in the table below.

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Table 16: Rosehill and Camellia local business precinct employment by ANZSIC 4 Digit Industry Code Industrial category Employment # Employment % Road Freight Transport 820 6% Investigation and Security Services 704 5% Fixed Space Heating, Cooling & Ventilation 489 4% Equipment Manufacturing Higher Education 473 3% Pharmaceutical and Toiletry Goods Wholesaling 390 3% Remaining 10,765 79% Total 13,640 100%

Source: TPA JTW Data Table 2

4.6.3 Precinct employment place of origin

The five top LGAs that the precinct’s employment force originated from, as of 2011, were as follows: 1. Blacktown LGA – 1,990 workers or 15% 2. Parramatta LGA – 1,919 workers or 14% 3. The Hills Shire LGA – 1,092 workers or 8% 4. Penrith LGA – 920 workers or 7% 5. Holroyd LGA – 767 workers or 6%. The figure below provides a visual representation of where the precinct’s workers originated from at an SA2 level.

Figure 16: Rosehill & Camellia Local business precinct employment place of origin (2011)

Source: HillPDA and TPA 2011

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4.6.4 Employment travel method

The primary travel method used by persons travelling to the precinct for employment, as of 2011, was either as a car driver or passenger, with 11,111 or 81% of the employment force used this method. Excluding persons that did not go to work on that day, the second most frequent travel method was by train with 647 or 5% of workers used this travel method. As detailed above, a significant proportion (81% in 2011) of the precinct’s workers travel to work by personal vehicle. The project would connect the employment precincts providing an alternative sustainable travel method for employees while providing a catalyst for renewal. This is in accordance with recommendations within Parramatta ELS 2016. A detailed breakdown of the travel methods to work for the precinct’s employment base is provided below. Table 17: Rosehill and Camellia employment base travel method to work (2011)

Travel method Persons employed Employment % Car as driver 10,539 77% Did not go to work 755 6% Train 647 5% Car as passenger 573 4% Bus 237 2% Mode not stated 217 2% Truck 211 2% Walked only 145 1% Worked at home 103 1% Motorbike 91 1% Bicycle 43 0% Other mode 42 0% Taxi 24 0% Ferry 8 0% Tram 3 0% Total 13,637 100%

Source: TPA JTW Data Table 4

4.6.5 Rosehill and Camellia local business precinct key findings

The Rosehill and Camellia local business precinct contains a large area of industrial zoned land. As of 2015 the Precinct provided 346ha of industrial zoned land or 61% of all employment zoned land within Parramatta LGA55. Major stakeholders within the precinct include Western Sydney University Parramatta campus, Rosehill Gardens Racecourse and Sydney Speedway.

55 ELDP 2015

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The precinct provided approximately 13,640 jobs as of 2011 with the largest employment industry being road and freight transport, employing 820 persons or 6% of all jobs within the precinct. A significant proportion (81%) of persons travelling to the precinct for employment did so by car. The project would increase the connectivity of these employment precincts via a reliable and frequent public transit system. This would provide better access to jobs for current and future employees of the Precinct while also providing a catalyst for renewal and employment intensification. This is in accordance with recommendations within the Parramatta ELS 2016.

4.7 Carlingford Local Business Precinct

4.7.1 Existing characteristics and stakeholders

Businesses within the local business precinct are predominantly located in close proximity to the existing railway stations. These businesses predominately consist of neighbourhood retail shops and commercial businesses that provide services to a local catchment. These business clusters are predominantly located around Dundas, Telopea and Carlingford stations. Two shopping centres are located to the north of Carlingford Station, the largest of which is Carlingford Court. Carlingford Court provides a total of 28,311sqm of retail floorspace, with major anchors including a Target, Woolworths and Coles supermarkets. Carlingford Village Shopping Centre is located just to the south of Carlingford Court. The village provides approximately 6,000sqm of retail floorspace, with an Asian supermarket of approximately 1,700sqm providing an anchor role. Other major stakeholders within the precinct include Oatlands Golf Club, Western Sydney University, Carlingford Bowling Club and James Ruse Agricultural High School.

Ref: C17020 FINAL HillPDA Page 47 | 142 Parramatta Light Rail Business Impact Assessment

Figure 17: Carlingford Local business precinct

Source: HillPDA

4.7.2 Precinct employment generation

As of 2011, the precinct provided approximately 3,913 jobs. A more detailed breakdown of employment at the ANZSIC 4 Digit Industry Codes revealed that the largest employment industry was supermarket and grocery stores with 219 or 6% of jobs. The next largest employment industry was aged care residential services with 196 jobs or 5% of employment. The top five employment industries by ANZSIC 4 Digit Industry Code are provided in the table below.

Table 18: Carlingford local business precinct employment by ANZSIC 4 Digit Industry Code Industrial category Employment # Employment % Supermarket and Grocery Stores 219 6% Aged Care Residential Services 196 5% Primary Education 141 4% Secondary Education 141 4% Child Care Services 128 4% Remaining 3,090 79% Total 3,915 100% Source: TPA JTW Data Table 2

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4.7.3 Precinct employment place of origin

The five top LGAs that the precinct’s employment force originated from, as of 2011, were as follows: 1. Parramatta LGA – 1,246 workers or 32% 2. The Hills Shire LGA – 943 workers or 24% 3. Hornsby LGA – 488 workers or 12% 4. Blacktown LGA – 278 workers or 7% 5. Ryde LGA – 190 workers or 5%. The figure below provides a visual representation of where the precinct’s workers originated from at an SA2 level.

Figure 18: Carlingford local business precinct employment place of origin (2011)

Source: HillPDA and TPA 2011

4.7.4 Employment travel method

The primary travel method used by persons travelling to the precinct for employment, as of 2011, was either as a car driver or passenger, with 2,584 or 66% of the employment force using this method. Excluding persons that did not go to work on that day or worked from home, the next most frequent travel method was by walking with 156 or 4% of traveling to work by this method. Despite the presence of an existing railway line connecting the precinct to other parts of Sydney, only 145 or 4% of workers travelled to work by train.

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It would be reasonable to assume that the development of the Parramatta Light Rail would increase the frequency and reliability of transit by rail within the precinct, promoting increased patronage and connectivity of the precinct.

Table 19: Carlingford employment base travel method to work (2011) Travel method Persons employed Employment % Car as driver 2,335 60% Did not go to work 479 12% Worked at home 284 7% Car as passenger 249 6% Walked only 156 4% Train 145 4% Bus 133 3% Mode not stated 57 1% Truck 23 1% Other mode 18 0% Motorbike 16 0% Taxi 12 0% Bicycle 9 0% Ferry 0 0% Tram 0 0% Total 3,913 100% Source: TPA JTW Data Table 4

4.7.5 Carlingford local business precinct key findings

Businesses within the Carlingford local business precinct predominately consist of neighbourhood shops and commercial services located around the existing railway stations. These businesses serve the local needs of residents, visitors and employees of the precinct. The precinct provided approximately 3,915 jobs as of 2011 with the largest employment industry being supermarket and grocery stores, employing 219 persons or 6% of all jobs within the precinct. A significant proportion (66%) of persons travelling to the precinct for employment did so by car. Despite the precinct containing an existing railway line only 4% of persons travelling to the precinct for employment did so by rail. As such the advancement of the project would provide an additional public transit option with increased reliability and frequency. This would likely increase public transport patronage rates for local residents and persons travelling to or from the precinct for employment. These increased patronage rates would have additional positive effects upon local business, such as, increased passing trade and reduced road congestion increasing efficiencies for transportation and servicing businesses.

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5 ASSESSMENT OF CONSTRUCTION IMPACTS

This Chapter describes potential construction impacts of the project followed by an assessment of their significance. Potential impacts are evaluated against: . The existing environment analysis undertaken in Chapter 4 . The results of the business impact survey (refer to Appendix B). . The experience of the authors on comparable projects.

5.1 Property acquisition and lease cessation

5.1.1 Acquisition and lease cessation process

Transport for NSW has made every effort to avoid the need to acquire private property. However, in some cases there would be no alternative but to purchase property to allow construction of this major project. As such, acquisition requirements are being investigated as part of design development and construction planning, and include a mix of private freehold and leasehold interests. Temporary leasing and/or use of land may also be required to facilitate construction of the project. Transport for NSW is bound by NSW government legislation56 to act according to specific procedures when acquiring property. This legislation encourages the acquisition of land by agreement rather than by compulsory acquisition, wherever possible. Though this process, all impacted businesses and commercial property owners will receive fair and reasonable compensation for their loss, including the costs associated with obtaining professional legal and valuation advice and relocation expenses (where applicable). In addition, in October 2016, the Government announced a range of improvements to strengthen the land acquisition system in NSW including for impacted businesses. These improvements were introduced in an attempt to ensure greater fairness and create a more customer friendly acquisition process. An overview of some of these improvements as applicable to commercial properties are as follows: . A fixed six-month negotiation period providing more time to consider their options and get expert advice . Enable owners to remain in their property’s up to 90 days after acquisition . Provide for the right to repurchase if the land acquired was not ultimately required for the public purpose intended . Appoint a Personal Manager Acquisitions to coordinate all interactions between affected landowners and the acquiring authority – this manager will provide a range of services to help affected landowners including, for

56 The Land Acquisition (Just Terms Compensation) Act 1991 No 22 (NSW)

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example, finding new business premises and assisting with relocation services . Appoint a Place Manager to manage all general communication with affected landowners, their neighbours and communities57. To facilitate the project, a number of property acquisitions (including commercial leases) are required for: . Construction of new stops, including concourse areas, new entrance plazas, stop platforms, stop facilities . Construction compounds for machinery operation and storage and construction activity coordination. . The stabling of trains in Camellia.

5.1.2 Acquisition and lease cessation assessment

The significance of property acquisition or lease cessation on business interests will vary in scale across the local business precincts, dependent on the number of businesses acquired, their associated contribution to the local economy and the ability of the remainder of the local business precinct to absorb the change. The acquisition and relocation of businesses can potentially disrupt the character of a local business precinct and affect the viability of local economies. In some instances, construction activity may be temporary with the opportunity for businesses to re-establish in the same area post construction. Although the impact on individual businesses, subject to acquisitions, is significant, the compensation process has been designed to neutralise this impact. Therefore, the significance of the impact has been measured based on the impact to the broader local business precinct economy. Under Just Terms legislation, business owners are compensated for any loss that is a direct and natural consequence of the acquisition of their property and/ or business. However an important consideration is the impacts on third parties and impacts in the locality from the removal of any business. If businesses that have a strong nexus relationship with businesses that are removed then the overall impact in the locality may be significant – much like the impact that can result on specialty retailers if an anchor retailer (such as a supermarket) closes. Such impacts are not compensable under the Act. Other third parties affected may be consumers. A community can develop a strong tie and connection to a business or businesses, with changes causing disruptions to routine and social networks. The loss of a major business can result in a permanent loss of contribution of those businesses to the economy, employment opportunity and loss of specific services for the local area. For example, the acquisition of the petrol station along Church Street could affect other businesses such as delivery businesses. These businesses may be required

57 Finance service & innovation, land acquisition reform 2016

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to travel further for petrol. However, the location of two petrol stations in close proximity (along Victoria Road) would likely reduce any potential negative effects. In the case of the project, and based on the businesses identified for acquisition, there are likely to be no significant third party impacts resulting from the planned acquisition program. In addition to the properties identified for acquisition (Table 20), another 15 commercial properties are likely to have a partial acquisition of their property. However, partial acquisitions are generally limited to a small proportion within the property’s boundary and do not include the building. As such, impacts from partial acquisitions are likely to be minor in the vast majority of cases. Also, six of these commercial properties are vacant development sites. However, to minimise any potential impacts on operational businesses, during the construction period, access should be maintained for property services, customers and workers, visual impacts should also be mitigated where possible. An assessment of the impacts relevant to property acquisitions and lease cessations are provided Table 20.

Ref: C17020 FINAL HillPDA Page 53 | 142 Parramatta Light Rail Business Impact Assessment Table 20: Commercial property WHOLE acquisitions or lease cessation impacts assessment (construction)

Local business No. of property acquisitions / lease Significance Likelihood Potential effect on businesses Management measure Residual precinct cessations of impact of impact impact on businesses

2 x commercial – financial and Moderate Almost . Inconvenience of move and loss of productivity during the period of relocation Standard acquisition and Neutral professional Negative certain . Expense of relocating or purchasing another property compensation process

. Potential shift in trade catchment and need to re-establish customer base. Business Management Plan

1 x office for charitable organisation Moderate Almost . Inconvenience of move and loss of productivity during the period of relocation Standard acquisition and Neutral Westmead (already acquired) Negative certain . Expense of relocating or purchasing another property compensation process . Potential shift in trade catchment and need to re-establish customer base. Business Management Plan

2 x property acquisitions Moderate Almost . Inconvenience of move, loss of income during the period of relocation Standard acquisition and Neutral negative certain . Expense of relocating or purchasing another property compensation process . Expense of any potential renovations or outfitting new property Business Management Plan . Expense of leasing / attracting a tenant to another property. 4 x medical services Moderate Almost . Inconvenience of move and loss of productivity during the period of relocation Standard acquisition and Neutral negative certain . Expense of relocating or purchasing another property compensation process . Potential shift in trade catchment and need to re-establish customer base. Business management plan

5 x– retail - fast food, café, restaurant, Moderate Almost . Inconvenience of move and loss of productivity during the period of relocation Standard acquisition and Neutral North Parramatta hotel and petrol station negative certain . Expense of relocating or purchasing another property compensation process . Potential shift in trade catchment and need to re-establish customer base. Business Management Plan

Rosehill & 1 x industrial (already acquired) Moderate Almost . Inconvenience of move and loss of productivity during the period of relocation Standard acquisition and Neutral Camellia negative certain . Expense of relocating or purchasing another property compensation process . Potential shift in trade catchment and need to re-establish customer base. Business Management Plan

Carlingford 1 x industrial (urban support service) Moderate Almost . Inconvenience of move and loss of productivity during the period of relocation Standard acquisition and Neutral negative certain . Expense of relocating or purchasing another property compensation process . Potential shift in trade catchment and need to re-establish customer base. Business Management Plan

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5.2 Property values and rent return Property and lease values have a tendency to respond to various positive and negative influences. These influences are based on three elements. 1. Market perception – i.e. community perception of construction activity impacts, property acquisition, etc. 2. Locational attributes – i.e. positive or negative elements directly affecting a property such as view corridors, noise sources, etc. 3. General market forces – i.e. interest rates, international investment, supply/demand, population and market growth. Extended periods of construction, whether direct or cumulative can place downward pressure on prices and rents in the short term. However, general market forces remain the key influence on the market’s direction in the long term. Concerns regarding the impact of construction on property and lease values are often raised during consultation with businesses. Specific concerns raised included impacts on commercial property and rental fluctuations. These concerns can arise from: . The uncertainty surrounding businesses to be acquired . The effect that several property acquisitions in one location can have on the supply and demand in the local area or the local business precinct identity . Visual impacts, reduced (-ve)/increased (+ve) access to property, increased congestion, loss of on-street parking, increased competition for parking and reduced amenity. Property values or rent return fluctuations would be based on the net present value of perceived project benefits or detriments in a particular area. Increased risk in property investment results from uncertainty which then adversely impacts property values. Certainty can be improved with increased knowledge and information regarding impacts. This view is consistent with the findings of a report undertaken by HillPDA in 2011 in relation to infrastructure construction and the associated effect on property values. Consultation with selling agents at the time, indicated that providing project documentation and information detailing construction works, air quality and noise management etc. to purchasers, assisted in allaying fears58. In many cases, perceived risks associated with

58 HillPDA (2011), Research study on the Impact of ECRL Tunnel on Residential Property Values, NSW, Department of Transport

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properties in the study area were noted to dissipate as a project neared completion. Falls in property values may be due to a longer-term view that rental returns may be detrimentally impacted as a result of the project. Reduced land values and rental returns are likely to occur during the construction phase of the project due to reduced amenity and disruptions to business operations. However, following works, increased amenity, connectivity and reduced congestion may increase land values and rental returns within the surrounding area. As buyers are aware of the temporary nature of construction and the longer-term strategic objectives of a project, the impact on property values would be minimal, with the market more likely to reflect the broader trends. A long term multi-staged construction project can however affect marketability to predominantly long term investors. The construction phase of the project is likely to impact businesses that rely on passing trade, outdoor dining or the local amenity for a large proportion of their revenue generation. As such, a reduction in these aspects would have a negative impact on business revenue and hence ability to pay rent. If these impacts are extending along a wide area, or time period, businesses may be forced to relocate, creating vacancies in the local area. Business owners might reduce their face rents in an attempt to attract new tenants or maintain existing ones. Retailers that would be most affected by changes in passing trade, outdoor dining or reduced amenity would be cafes and restaurants located along Church Street, between Palmer Street and Macquarie Street within the Parramatta CBD local business precinct. To reduce any impacts upon these businesses efforts should be made to minimise the construction period, such as, a staged construction program, maintaining access for customers and the careful placement of hoardings. Some businesses may be impacted positively if they are positioned on a detoured pedestrian route, temporary bus stop or in an area where the amenity is not impacted by construction. If this is extended over a period of time and the area becomes attractive for additional business, rents may increase to reflect the new attractiveness of the area.

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Table 21: Commercial rent and property value impacts assessment (construction) Local business Impact Example area(s) affected Significance Likelihood of Potential effect on Management Residual precincts of impact impact businesses measure impact affected

All local Rent and Business along the project Slight Possible . Increase or reduction Business Neutral business property value alignment predominately positive or in commercial rents Management Plan precincts fluctuations within a 400m radii negative . Increase or reduction Construction in property value Environmental Management Plan

5.3 Access and connectivity Changes to public transport, road and/or active transport networks during construction have the potential to result in impacts on access and connectivity for business owners, employees and customers. Impacts to access and connectivity are likely to arise from the establishment and operation of construction compounds, stops and ancillary infrastructure that trigger alterations or disruptions to traffic and transport connections. Access and connectivity induced effects include: . Changes to rail services . Localised road network alterations . Pedestrian and cyclist connection alterations . Bus public transport alterations . Alterations to parking availability.

5.3.1 Changes to rail services

During construction the project would involve the closure of the T6 Carlingford line which transects the local business precincts of Rosehill/Camellia and Carlingford. A shuttlebus service is proposed to run between Carlingford and Parramatta, stopping at all stops between Carlingford and Rydalmere and then via James Ruse Drive, Hassall Street and Station Street to Parramatta Interchange. For the purposes of this assessment, a Temporary Transport Strategy (TTS) is to be developed that would guide the development of Temporary Transport Plans (TTP). The TTP would be developed post-approval and would be informed through community input, with the approach then refined based on further understanding of customer needs and ongoing development of the plans to deliver improved customer outcomes.

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5.3.1.1 Impacts from alterations to rail services Alterations to existing rail services, have the potential to reduce business revenues as a result of reductions in passing trade, reduced customer access and reduced business visibility. Visual exposure is important for businesses that rely on passing or unplanned trading. Alterations may also influence customer experience and business revenue, with fewer consumers travelling to certain local business precincts due to the reduction in convenient transport options. Table 22 identifies the number of employees and residents who use the rail service within the Rosehill and Camellia and Carlingford local business precincts.

Table 22: Employee and resident workforce within Rosehill and Camellia and Carlingford local business precincts rail service utilisation (2011) Local business Number of residents within local Number of employees that work precinct business precinct that utilise the within local business precinct that rail service utilise the rail service Carlingford 1,932 792

As can be seen in Table 22, temporary closure of the rail service could affect over 1,930 local residents (as of 2011) that utilise the rail service to travel to work outside the local business precincts. This would result in modal shift from train to bus and private motor vehicle during the period of construction with some possible implications to existing businesses. 5.3.1.2 Impacts from decreased rail capacity - Rosehill Gardens Racecourse The current rail service to Rosehill Gardens Racecourse, via Camellia Station, has a capacity of 3,000 patrons per hour. The closure of the line would reduce the connectivity of the racecourse to existing and potential customers. This could have the effect of potentially reducing revenue for the racecourse. Additionally, as a result of the closure of the railway line, more patrons may access the venue by private car. This increased competition could have a negative effect upon the existing parking provision within and surrounding the venue. Effects on parking demand are discussed further in section 5.3.5. 5.3.1.3 Impacts to employee travel time Changes to rail service arrangements may also impact employee travel time and access to local business precincts. Employees in the Rosehill and Camellia and Carlingford local business precincts, who use the train to travel to work, would be required to utilise alternative forms of transport (including temporary buses).

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Although not directly impacting business revenue, there may be an indirect impact on businesses as a result of an increase in car parking demand, congestion or employee travel time. With respect to the ability of staff to access their place of work during construction, 61% of respondents to the business survey did not believe that staff access would be impacted, while a third believed that it would be impacted. Given the proportion of employees travelling to work in Rosehill/Camellia and Carlingford business precincts by train was less than 5%, the impacts are likely to be minimal. The summary of the effect of alterations to rail services is provided in Table 23. Overall, changes in rail services would impact businesses in the local business precincts of Rosehill/Camellia and Carlingford that are reliant on passing trade. The implementation of the TTP and a strong business engagement and management plan (refer to Chapter 7) would assist in managing some business impacts. However, these measures are unlikely to completely mitigate all impacts.

Ref: C17020 DRAFT HillPDA Page 59 | 142 Parramatta Light Rail Business Impact Assessment Table 23: Summary of effects on businesses impacted due to changes to rail services (construction) Local Impact Example area(s) affected Significance Likelihood Potential effect on businesses Management Residual business of impact of impact measure impact precincts affected

Changes to . Businesses in close proximity to Moderate Likely Business activity disrupted with some businesses potentially impacted more Temporary Slight rail service existing stations such as those along negative than others. Changes to the rail services may particularly be felt by businesses Transport negative Station Street and Adderton Road. that rely on passing trade or where there are other more easily accessible Plan locations offering similar goods or services. Specific business impacts include: Business . A reduction in passing trade (retail and food services) Management Carlingford . A reduction in business revenue Plan . A reduction in business connectivity (professional services) . Increased employee and customer travel time . Potential for long term changes to consumer behaviour (retail trade) due to a reduction in access. Customers may switch to a competing centres that offer similar goods and services that are more accessible.

Rosehill Changes to . The current rail service to Rosehill Moderate Possible . A reduction in business revenue Temporary Slight and rail service negative Transport negative Gardens Racecourse has capacity of . A reduction in business connectivity Camelia 3,000 patrons per hour. The closure of Plan . Potential for long term changes to consumer behaviour due to a reduction line would reduce the connectivity of Business in access. the racecourse to customers that Management arrive by train. Plan . The closure of Rosehill Hill station would further reduce connectivity of the race course and surrounding businesses including accommodation, retail and social infrastructure.

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5.3.2 Localised road network alterations

Construction works would require alterations to road traffic networks including detours, lane reconfiguration, intersection reconfiguration, temporary traffic signals, reduced vehicle speed and delays. Business activity may be affected as: . Customers cannot access the area or because customers avoid the area due to real (or perceived) decrease in access . Changes in access impacts on business operation (e.g. servicing and delivery, employee access and travel times). Some business types are likely to be more affected than others, particularly those that rely on efficient business deliveries or distribution or passing trade. If there are competing centres, in more easily accessible locations that offer similar goods or services, access difficulties may result in long term changes to consumer behaviour. 5.3.2.1 Impacts on business deliveries and servicing Alterations in local road networks may impact business deliveries and servicing. Business deliveries and servicing are standard operations that all businesses rely upon, particularly when it comes to product distribution and waste collection. These activities are often required daily or multiple times per week. It therefore follows that temporary street closures, removal or relocation of loading zones, relocation or removal of on-street car parking and the location of construction sites, could collectively restrict and/or hinder servicing and delivery opportunities within all local business precincts. Subsequently, this impacts both time and delivery related costs, as well as producing lost revenue for businesses. Ninety percent (90%) of business survey respondents stated that they received deliveries for their business, with 36% of businesses perceiving that vehicle access would be negatively impacted during construction. Removal of loading zones or shop-front parking would directly impact the operation and productivity of businesses across the local business precincts. 5.3.2.2 Impacts from traffic congestion Traffic congestion and traffic delays due to road configuration alterations or increased construction traffic may have both a direct and indirect impact on businesses. Businesses may be directly affected as a result of delayed or hindered access to workplaces or servicing areas. Alternatively, a business may be indirectly affected by increased traffic, increased employee and visitor travel times and delivery delays.

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Traffic congestion can also increase noise, reduce air quality and visually impact on the amenity of an environment. This can lead to a negative customer experience and the desire for customers to travel to other locations to avoid traffic congestion or resulting amenity impacts. This change in consumer behaviour would also directly impact business viability as passing trade and customer expenditure would reduce. 5.3.2.3 Impacts to emergency vehicle access Access for emergency vehicles would be maintained along the project alignment with emergency services being notified in advance of any changes to traffic arrangements. This advice would include information about upcoming traffic switches, anticipated delays to traffic, extended times of work, locations of road possession or any likely major disruptions. Access to Westmead Hospital and the Children’s Hospital at Westmead would be maintained at all stages of construction. The northbound lane approaching the Children’s Hospital will be open to traffic at all times for hospital and local traffic. 5.3.2.4 Impacts from bridge closures Closure of the bridge linking Westmead and Cumberland Hospitals was raised as a concern during consultation. Mental health services would remain on the Cumberland Hospital site for at least the next five years and linkage between the sites would need to be retained in order to maintain functionality. Cumberland East also has a secure forensic unit with 24 hour access across the bridge needing to be maintained for emergency services and security vehicles. It is understood that the existing bridge would be duplicated, allowing access to be maintained for these services and local traffic during the construction period. 5.3.2.5 Impacts on ‘Eat Street’ The area referred to as Church Street “Eat Street” is an area along Church Street that extends between Lennox Bridge and Macquarie Street, within the Parramatta CBD local business precinct. There are numerous cafes and restaurants along ‘Eat Street’ that have outdoor dining. These businesses would be heavily reliant on business deliveries, passing trade and a pleasant environment for customers.

As stated in the Technical Paper 2 – Construction Traffic and Transport Impact Assessment, during Stage 1 of construction within Parramatta CBD local business precinct, ‘Eat Street’ would be closed to all traffic south of Market Street. On-street parking would also be removed during construction.

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Closure of ‘Eat Street’ to all traffic would reduce the potential capture of passing trade while also increasing access difficulties for delivery or distribution services. The summary of the effect of localised road alterations is provided in Table 24. Overall, alteration to road networks as a result of construction activities is likely to impact businesses in all local business precincts and the transport efficiency of the broader region. Vehicle access was raised as a primary concern by the majority of businesses surveyed. Local business precincts that are more heavily reliant on business deliveries and distribution and passing trade would generally be the most affected as well as businesses that rely on operating in a pleasant environment (i.e. cafes and restaurants with outdoor dining) such as businesses along ‘Eat Street’.

Ref: C17020 DRAFT HillPDA Page 63 | 142 Parramatta Light Rail Business Impact Assessment Table 24: Impact of local road alterations on businesses in specific local business precincts (construction) Local Impact Proposed change with potential to affect businesses Significance Likelihood Potential business impact Management Residual business of impact measures impact precincts affected . . The two way road configuration along Hawkesbury and Moderate Likely Extended travel times and vehicle operation costs Temporary Slight . Hainsworth Roads would be maintained. Traffic leaving negative Delays in the receipt or distribution of goods Transport Plan negative . the hospital precinct would also be required to circle Reduced transport efficiency and reliability of around via Park Avenue. This, coupled with deliveries to customers Business . Localised construction vehicles , would likely increase traffic Increased overheads for businesses due to Management traffic congestion affecting businesses along Hawkesbury and delivery costs Plan . network Hainsworth Roads Reduced customer, visitor, patient and employee Westmead alterations access potentially acting as a deterrent . Although access to Westmead Hospital and Children’s and . Reduced opportunity for businesses to capture Hospital at Westmead would be maintained during all property passing trade. access stages of the construction. Constraints to the frequency and ease of access to visitors, emergency vehicles, delivery and distribution services and employees that use Hawkesbury Road maybe experienced.

. The relocation of two loading zones currently located Slight Likely . Reduced efficiency and reliability of deliveries and Parking Neutral Relocation along Hainsworth Street, 50 metres south eastwards negative servicing Management Plan of loading along Hainsworth Street. This would increase the . Increased cost associated with deliveries. zones distance and reliability of delivery and service businesses. . . Church Street would be local access and restricted to Moderate Likely Extended travel times and vehicle operation costs Temporary Slight . one lane only with traffic traveling south bound. This negative Delays in the receipt or distribution of goods Transport Plan negative Localised . would increase traffic congestion affecting business Reduced transport efficiency and reliability of traffic along Church Street. Remaining traffic would be deliveries to customers Business network . Increased overheads for businesses due to Management Plan North diverted along O’Connell Street. alterations delivery costs Parramatta . Local access for businesses along Church Street would and . Reduced customer and employee access be maintained during construction. However, potentially acting as a deterrent property resulting from increased congestion some delays . Reduced opportunity for businesses to capture access maybe experienced. passing trade.

Ref: C17020 DRAFT HillPDA Page 64 | 142 Parramatta Light Rail Business Impact Assessment Local Impact Proposed change with potential to affect businesses Significance Likelihood Potential business impact Management Residual business of impact measures impact precincts affected . . Church Street would be closed to all traffic during Large Almost Reduced customer and employee access Temporary Moderate construction. Businesses fronting Church Street would negative certain potentially acting as a deterrent for customers and Transport Plan negative be impacted from reduced reliability and frequency of employees . deliveries and servicing services as well as reduced Reduced opportunity for businesses to capture Business passing trade. passing trade Management . Reduced passing trade Plan Localised . Construction would also potentially remove space . Reduced opportunity for revenue generation traffic allocated for and used for outdoor dining, significantly . Reduced space for outdoor dining. network impacting businesses reliant on such seating for alterations revenue and business generation. . . Macquarie Street would become local-access-only Moderate Likely Reduced customer and employee access Temporary Slight during construction. Traffic would be restricted to one negative potentially acting as a deterrent for customers and Transport Plan negative employees Parramatta lane travelling eastbound impacting businesses along . Reduced visibility and opportunity for businesses Business CBD Macquarie Street to capture passing trade. Management . George Street (between Purchase Street and Alfred Plan Street) would be closed during construction with an alternative route via Noller Parade being established. Reducing access and visibility of businesses. . . Church Street between Market Street and Macquarie Moderate Likely Extended travel times and vehicle operation costs Temporary Slight . Street would be closed to all traffic. However, access negative delays in the receipt or distribution of goods Transport Plan negative . to the Novotel would be maintained during Reduced transport efficiency and reliability of construction. Businesses along the remaining route deliveries to customers Business . generally have rear lane access which could be used Increased overheads for businesses due to Management by service vehicles. However, it is noted that delivery costs. Plan businesses on the western side of Church Street Property access between George and Macquarie Street do not have rear lane access and, as such, would be more affected by the road closure . The reduction of traffic along Macquarie Street to one single lane during construction would increase traffic congestion and affect the accessibility of businesses and construction sites along the street.

Ref: C17020 DRAFT HillPDA Page 65 | 142 Parramatta Light Rail Business Impact Assessment Local Impact Proposed change with potential to affect businesses Significance Likelihood Potential business impact Management Residual business of impact measures impact precincts affected . . Reduced opportunity to capture passing trade would Large Likely Reduced customer and employee access Business Moderate be experienced to cafes and restaurants along Church negative potentially acting as a deterrent Management negative . Street Eat Street resulting from perceived access Reduced opportunity for businesses to capture Plan constraints and traffic congestion during construction. passing trade . Reduced passing trade Impact to Construction would also potential remove space . Reduced opportunity for revenue generation night time allocated to and used for outdoor dining significantly . Reduced space for outdoor dining. economy impacting business reliant on such seating for revenue and business generation. Construction along Church Street Eat Street would also reduce the amenity of the area, impacting the pleasant atmosphere sought after for outdoor dining. . . Lennox Bridge would be closed to road vehicles during Slight Likely Extended travel times and vehicle operation costs Temporary Neutral . construction. Although the surrounding road network negative Delays in the receipt or distribution of goods Transport Plan . would be upgraded to increase capacity and Reduced transport efficiency and reliability of Parramatta alternative routes provided, it is likely that some deliveries to customers Business . CBD Bridge impacts would be experienced by customers, Increased overheads for businesses due to Management closures delivery costs Plan employee and delivery businesses. . Reduced customer and employee access potentially acting as a deterrent . Reduced opportunity for businesses to capture passing trade. . . Two loading zones would be removed from George Moderate Likely Reduced efficiency and reliability of deliveries and Parking Slight Street and replaced with one on Palmer Street and negative servicing Management negative . one on Phillip Street (130 metres from their original Increased cost associated with deliveries. Plan location). The Phillip Street loading zone will require Relocation delivery businesses to cross a street, increasing the

of loading difficulty to delivery and service businesses zones . Two loading zones would be removed from Macquarie Street and replaced on Charles Street. This would require an additional 250 metres for delivery businesses to travel . Rosehill Property . Tramway Avenue (between Alfred Street and Arthur Moderate Possible Extended travel times and vehicle operation costs Temporary Slight . Camellia access Street) would become local-access-only during negative Delays in the receipt or distribution of goods Transport Plan negative

Ref: C17020 DRAFT HillPDA Page 66 | 142 Parramatta Light Rail Business Impact Assessment Local Impact Proposed change with potential to affect businesses Significance Likelihood Potential business impact Management Residual business of impact measures impact precincts affected construction, possibly impacting employee access . Reduced transport efficiency and reliability of along Tramway Avenue deliveries to customers Business . . Construction along James Ruse Drive Bridge would Increased overheads for businesses due to Management impact the accessibility of businesses to customers, delivery costs Plan . employees and delivery businesses Reduced customer and employee access potentially acting as a deterrent . Construction of James Ruse Drive bridge from Clay . Reduced opportunity for businesses to capture Cliff Creek- would reduce access to land at 32 passing trade. Tramway Avenue . Construction of signalised intersection at George Street and Alfred Street would increase access difficulties to surrounding businesses . Reconfiguration of intersection at Arthur Street and George Street would increase access difficulties to surrounding businesses . Works along the Sandown line east of Camellia junction would impact business accessibility across the line . Construction of signalised intersection on Grand Avenue would restrict to access to local businesses.

. Closure of James Ruse Drive pedestrian bridge over Neutral Likely . Reduced employee access potentially acting as a Temporary Neutral Clay Cliff Creek. deterrent Transport Plan Bridge

closures Business Management Plan

Source: Technical Paper 2 – Construction Traffic and Transport Impact Assessment

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5.3.3 Pedestrian and cyclist connection alterations

Alterations to pedestrian and cyclist networks have the potential to impact on travel duration, movement patterns and accessibility. Additionally, alterations to pedestrian and cyclist flows may influence the level of passing trade on businesses and subsequent customers and sales. Some businesses may benefit as trade is redirected towards their business (i.e. through pedestrian diversions), while others might experience reduced trade as pedestrian traffic is diverted away from established stops (i.e. if the temporary rail bus service location differs from where the current stop entrance is located) or the street they are located on. 5.3.3.1 Impacts from pedestrian alterations Pedestrian detours or alterations are proposed to occur as a result of construction. In the majority of cases the pedestrian alterations are proposed to be a footpath on the opposite side of the road or alternatively managed through active transport management. Slight detours away from the original pedestrian path for construction purposes are unlikely to impact businesses, if access to businesses is retained. However, if pedestrian access is not maintained direct impacts on a business could result from reduced passing trade, customer numbers and visual exposure. During the construction period, pedestrian movements would predominantly be maintained along footpaths. However, in locations where installation of overhead wiring foundations and service relocations encroach upon a footpath, the footpath would be temporarily narrowed or pedestrians would be diverted to adjacent footpaths. Regarding worksites, where there are high volumes of vehicle movements, traffic controllers would be appointed to manage the conflict between construction vehicles and pedestrians. Where worksites have an impact on footpaths, consideration would be given to the requirements of all pedestrians and especially vulnerable users. 5.3.3.2 Impacts from cyclist alterations There are some circumstances where construction activities require cyclists to divert from their usual paths and potentially away from a local business precinct. In these circumstances businesses may experience a slight reduction in business exposure however, changes in passing trade is likely to be negligible. Recreational cyclists however, are more likely to stop in centres for food / beverages. Any diversions away from the local business precinct may see these cyclists stopping in a competing centre,

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potentially reducing business revenue. The extent of impact on businesses, as a result of changed cyclist behaviour, is likely to be minimal. Where existing cycle routes or facilities are occupied by the construction worksites, alternate routes would be identified. Alternative cycle route changes currently anticipated to be required during the construction of the project include the following: . Hawkesbury Road cycle path (between Railway Parade and Queens Road) would be temporarily impacted during construction. This is located within the Westmead local business precinct . Harris Street cycle path (between Macquarie Street and George Street) would be temporarily impacted during construction. This is located within the Parramatta CBD local business precinct . James Ruse Drive cycle path would be temporarily impacted during construction of the light rail bridge. This is located within the Rosehill & Camellia local business precinct An assessment of the pedestrian and cyclist alterations are provided in Table 25. To reduce any potential impact on businesses, locational signage should be provided identifying businesses that are still operating and, where relevant, identify alternate routes for accessing the businesses. Any detour that directs cyclists away from businesses should be minimised, wherever possible, to a maximum of 50 metres with appropriate signage provided.

Ref: C17020 DRAFT HillPDA Page 69 | 142 Parramatta Light Rail Business Impact Assessment Table 25: Assessment of pedestrian and cyclist alterations (construction)

Local Impact Proposed change with potential to affect businesses Significance Likelihood Potential effect on businesses Management Residual business of impact of impact measure impact precincts affected

Changes to . The pedestrian crossing on Railway Parade would be moved east to align with Moderate Likely . Changes in passing trade and Business Slight pedestrian Ashley Lane. The crossing currently is positioned to lead pedestrian traffic into negative business visibility Management Plan negative

route Westmead Village. Moving the crossing would reduce the visibility of retailers . Changed consumer behaviour. and their potential capture from passing trade within the Village. During Construction consultation the Michel’s Patisserie stated that they relied on the crossing for Environmental passing trade, as persons using it would often see the café and then purchase a Management Plan coffee. Using the new crossing these pedestrians may continue walking up/down Westmead Ashley Lane bypassing the Village. . Although access on both sides of Hawkesbury Road would be maintained during the construction phase, the western side of Hawkesbury Road, south of Darcy Street, on the western side of the road would be closed to pedestrians. Pedestrians exiting the station would be diverted to the other side of Hawkesbury Road (eastern side) or Ashely Lane. This would potentially reduce the viability and passing trade for business located on the western side of Hawkesbury Road south of Queen Street.

Changes . Hawkesbury Road cycle path (between Railway Parade and Queens Road) would Slight Likely . Changes in passing trade and Business Neutral to cyclist be temporarily impacted during construction. This may reduce the opportunity negative business visibility Management Plan route for passing trade and accessibility of businesses along Hawkesbury Road. . Changed consumer behaviour Construction (particularly for recreational Environmental cyclists who may stop for food Management Plan and coffee).

Changes . During Stage 1 of construction pedestrians would be unable to access the Moderate Likely . Changes in passing trade and Business Slight to western side of Church Street. This would then reverse during Stage 2 of negative business visibility Management Plan negative North pedestrian construction when pedestrians would not be able to access the eastern side of . Changed consumer behaviour. Parramatta route Church Street. This would reduce the accessibility of businesses along Church Construction Street to customers, employees and passing trade that only have access fronting Environmental Church Street. Management Plan

Ref: C17020 DRAFT HillPDA Page 70 | 142 Parramatta Light Rail Business Impact Assessment Local Impact Proposed change with potential to affect businesses Significance Likelihood Potential effect on businesses Management Residual business of impact of impact measure impact precincts affected

Parramatta Changes . The three pedestrian crossings along Church Street (between Lennox Bridge and Moderate Likely . Changes in passing trade and Business Neutral CBD to Macquarie Street) are proposed to be closed to pedestrians, limiting pedestrian negative business visibility Management Plan pedestrian access across Church Street to the intersections at Church Street/Phillip Street, . Changed consumer behaviour. route Church Street/George Street and Church Street/Macquarie Street. This may Construction

deter people from accessing businesses on the other side of the street. Environmental Maintaining existing crossing during the construction period is recommended Management Plan where possible in order to not change pedestrian behaviour. . The two pedestrian crossings along Church Street (between Phillip Street and Macquarie Street) are proposed to be closed to pedestrians, limiting pedestrian access across Church Street to the intersections at, Church Street/George Street and Church Street/Macquarie Street. This may deter people from accessing businesses on the other side of the street. Maintaining existing crossing during the construction period is recommended where possible in order to not change pedestrian behaviour. . Reduced pedestrian accessibility would also impact café and restaurants along Church Street Eat Street as perceived reduced accessibility may deter regular customers and opportunity to capture passing trade.

Changes . Pedestrian access on the eastern side of Church Street between Alfred Park and Slight Almost . Changes in passing trade and Business to Lennox Bridge would be closed to pedestrians. This would have an impact on the negative certain business visibility. Management Plan pedestrian accessibly of Ribs and Rumps restaurant to customers, reduce passing trade, route reduce visibility and remove a number of outdoor dining tables. It was stated Construction during consultation that during recent side walk upgrades the restaurant Environmental witnessed a significant reduction in its weekly trading levels. As such, it would be Management Plan likely that the restaurant would experience reduced trading levels during Stage 2 of construction.

Changes . Harris Street cycle path (between Macquarie Street and George Street) would be Slight Likely . Changes in passing trade and Business Neutral to cyclist temporarily impacted during construction. negative business visibility Management Plan route . Changed consumer behaviour Construction (particularly for recreational Environmental cyclists who may stop for food Management Plan and coffee).

Ref: C17020 DRAFT HillPDA Page 71 | 142 Parramatta Light Rail Business Impact Assessment Local Impact Proposed change with potential to affect businesses Significance Likelihood Potential effect on businesses Management Residual business of impact of impact measure impact precincts affected

Changes . Pedestrian detours would result in changes in passing trade and business Slight Likely . Changes in passing trade and Business Neutral to visibility, particularly for food services and retail trade. negative business visibility. Management Plan Rosehill & pedestrian Camelia route Construction Environmental Management Plan Changes . James Ruse Drive cycle path would be temporarily impacted during construction Slight Likely . Changes in passing trade and Business Neutral to cyclist of the light rail bridge. negative business visibility Management Plan route . Changed consumer behaviour Construction (particularly for recreational Environmental cyclists who may stop for food Management Plan and coffee).

Source: Technical Paper 2 – Construction Traffic and Transport Impact Assessment

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5.3.4 Bus public transport alterations

The existing bus services that operate in the local business precincts are proposed to continue operating during construction. Construction activities may however, require certain bus routes to be diverted and bus stops to be relocated due to the increased number of buses required, closure of streets during construction and changes in traffic flow. Table 26 identifies potential alterations to the existing bus services and potential impacts to businesses as a result of these changes.

Table 26: Potential impacts to business as a result of bus service alterations (construction) Impact Potential business impact

The temporary or permanent . Increase or decrease in employee or customer walking relocation of bus stops distance . Changes in passing trade (potential increase or decrease) dependent on the location of the business. Slower travel speeds due to . Increased customer or employee travel time congestion, replacement bus . Reduced workplace productivity as employees may be late to and increased intersection work or need to leave earlier. delays

Reduced reliability of bus . Passengers on the way to work may be less inclined to stop services due to increased at businesses if they are unsure of the frequency of buses traffic congestion and . An increased demand for the service due to rail possession patronage may mean buses fill up faster resulting in employees having difficulty accessing the service. Removal of existing bus . Reduced business visibility/exposure stop(s) during construction . Reduced opportunity for passing trade . Reduced sales and revenue generation . Reduced employee and customer access and travel times. Diversions due to . Reduced business visibility as service is diverted to areas construction works or bridge outside of the local business precinct closures . Increased distance for customers and employees to walk to bus stops if diversions result in changes . Reduction in passing trade for businesses due to diversions.

The removal of bus stops along Church Street, O’Connell Street and Hawkesbury Road has the potential to negatively impact businesses with the loss of passing trade and decreasing customer and employee accessibility. However, with only 7% of residents travelling to work by bus and 2% to 3% of employees travelling to work within the Westmead and North Parramatta local business precincts, these impacts are likely to be minimal. An assessment of the alterations to existing bus services has been undertaken in Table 27.

Ref: C17020 DRAFT HillPDA Page 73 | 142 Parramatta Light Rail Business Impact Assessment Table 27: Summary of effects on businesses impacted by bus public transport alterations (construction) Local Impact Proposed change with potential to affect businesses Significance Likelihood Potential effect on businesses Management Residual business of impact of impact measure impact precincts affected

. Removal of . Removal of five bus stops along Hawkesbury Road would Moderate Likely Business visibility/exposure Business Slight . existing bus reduce the connectivity and accessibility of health services negative Passing trade management plan negative Westmead stop(s) during . Sales and revenue along the road for employees, visitors and potential patients. Parking construction . Employee and visitor access and travel Management Plan times. . Diversions due . Route 711 and 818 which operates to the Children’s Hospital at Slight Likely Business visibility/exposure Business Slight . to construction Westmead would be diverted in a one way clockwise loop to negative Passing trade management plan negative . Sales and revenue Railway Parade, Central Avenue and Queens Road. This would Parking . Employee and customer access and reduce the accessibility and connectivity of the Children’s Management Plan Hospital at Westmead for employees, visitors and potential travel times. patients. . Removal of . Removal of eight bus stops along Church Street, 12 stops along Moderate Likely Business visibility/exposure Business Slight . existing bus O’Connell Street, two stops along Marsden Street and the negative Passing trade management plan negative stop(s) during . Sales and revenue removal of two stops along Factory Street would reduce the Parking North construction . Employee and customer access and accessibility of business located on and in close proximity to Management Plan Parramatta these streets. Businesses that are more reliant on drop-in travel times. customers or clients (such as beauticians, retail trade, take- away food, cafes, convenience stores etc.) may be more affected by the changes. The temporary . Two temporary stops would be placed along Sorrell Slight Likely . Increase in employee or customer Business Slight or permanent Street/Fennell Street. negative walking distance management plan negative relocation of . Changes in passing trade (potential Parking bus stops increase or decrease) dependent on Management Plan the location of the business. . Diversions due . Diversions of 549, 600, 601, 603, 604, 706 and M60 buses from Moderate Likely Business visibility/exposure Business Slight . to construction their established southbound and northbound routes would negative Passing trade management plan negative . Sales and revenue impact business along Church Street Parking . Employee and customer access and . Routes 625 and M54 would be diverted along Sorrell Street Management Plan travel times. away from their existing route along Church Street . Route 609 (southbound and northbound) would be diverted from its established route along Church Street, impacting

Ref: C17020 DRAFT HillPDA Page 74 | 142 Parramatta Light Rail Business Impact Assessment Local Impact Proposed change with potential to affect businesses Significance Likelihood Potential effect on businesses Management Residual business of impact of impact measure impact precincts affected

business along Church Street between Dunlop Street to Alfred Park. Businesses that are more reliant on drop-in customers or clients (such as beauticians, retail trade, take-away food, cafes, convenience stores etc.) may be more affected by the changes. . North Discontinued . Route 900 (free shuttle bus) would be discontinued prior to the Slight Likely Business visibility/exposure Business Neutral . Parramatta service commencement of construction. The free Parramatta Shuttle negative Passing trade management plan and . Sales and revenue Bus runs every 10 minutes, 7 days a week. The closure of this Parking Parramatta . Employee and customer access and service could reduce business exposure and visibility along the Management Plan route. The closure could also reduce the number of persons travel times. choosing to travel along the route further reducing the opportunity for businesses to capture passing trade. . Carlingford Slower travel . The proposed shuttle bus between Carlingford and Parramatta Slight Possible Decreased customer or employee Business Neutral and Rosehill speeds Station. There is the potential for delays from traffic negative travel time management plan and Camelia . Reduced workplace productivity as congestion, particularly on James Ruse Drive, for this service. Parking employees may be late to work or If shuttle bus service is or is perceived to be slower than the Management Plan need to leave earlier existing rail servicer residents, visitors and employees may . Reduced business visibility/exposure choose alternative travel methods. This could reduce the . Reduced passing trade visibility and potential for passing trade for the existing retailers . Reduced sales and revenue. around the stations.

Source: Technical Paper 2 – Construction Traffic and Transport Impact Assessment

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5.3.5 Alterations to parking availability

Construction activity along the project alignment and surrounding road upgrades (referred to as off-corridor59) would require the removal of all on-street parking to facilitate construction of the project. Upon operation only critical on-street parking will be replaced in adjacent side streets, namely disabled spaces, loading zones and where possible short-stay parking. The remainder would be absorbed by the current provision in the surrounding streets. 5.3.5.1 Impacts from reduced parking availability The loss of parking spaces is potentially damaging to businesses that rely on passing trade or businesses that do not have access to off-street parking. A business may have adequate visual exposure to a major road but if potential customers know, or perceive, that they would have difficulty parking, then those businesses often lose market share. The removal of on-street parking could increase competition and demand for the remaining spaces, potentially affecting parking convenience for customers, clients and workers. This could result in some trade being redirected to alternative centres and employment locations. For these reasons parking availability is considered of high importance to a number of businesses. To illustrate this, of the businesses surveyed along the project alignment, 31% perceived that during construction customer parking would be negatively impacted. Additionally, any changes to “free parking” times or restricted parking times should be avoided to minimise any potential change in consumer behaviour or reduce the opportunity for passing trade. 5.3.5.2 Reduction in commuter car parking Any reduction in commuter car parking may encourage a change in the travel behaviour of regular patroons that utilise such spaces. These patroons may choose use alternative forms of transport or drive to work directly. This could reduce the opportunity for passing trade and business visibility. If alternative forms of transport are used or employees drive to work, staff travel times could be increased, further impacting businesses outside of these locations.

59 Off-alignment are broader road network improvements and modifications being required to facilitate increased road capacity

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5.3.5.3 Business most likely impacted from reduced parking Convenient and accessible parking is particularly important for retail and service based businesses that require quick and efficient access for customers and patients. Such businesses include doctors, dentists, convenience stores, pharmacies and liquor stores where customers are generally in the local business precinct for under an hour. Cafes and restaurants are generally more dependent on the availability of longer term (2 hours) or unrestricted parking for patrons. A reduction in parking can also impact employees who drive to work. Increased competition for parking in the local business precinct can reduce the productivity of workers and may make it more difficult to retain staff, if getting to work becomes too difficult. 5.3.5.4 Parking availability and Westmead local business precinct Parking was raised as a concern during consultation with Westmead Hospital. Parking pressure is already extreme within the precinct, with severely limited parking available for short-term appointments. Any further reduction in parking would exacerbate the existing problem. 5.3.5.5 Parking availability changes resulting from construction Along the project alignment and off-corridor area, approximately 863 onstreet parking spaces will be impacted by the project. Of these, 168 or 19% would be replaced when the light rail commences operation while 695 spaces or 81% would be permanently removed60. Whilst the Technical Paper 2 – Construction Traffic and Transport Impact Assessment identified sufficient latent capacity within the surrounding road network in most areas of the study area (following the implementation of appropriate parking mitigation measures), the loss of car parking along the project alignment would reduce the ability for customers and clients to park directly outside businesses (i.e. retailers and child care).

This could impact the desirability of patronising these businesses especially where alternative, temporary parking is not provided or available in the immediate locality. A summary of the total parking spaces identified as being impacted along and off-corridor is provided in Table 28.

60 Stage 1 Parramatta Light Rail Parking and Service Plan (GTA 2017)

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Table 28 also provides information by local business precinct on the number of spaces replaced or displaced.

Table 28: On-street parking impact summary by precinct

Local business precinct Total parking Parking relocated Total parking lost/displaced Along Off-corridor Along Off-corridor Along Off-corridor alignment alignment alignment Westmead 72 5 36 5 36 0 North Parramatta 47 180 0 0 47 180 Parramatta CBD 224 178 25 28 199 150 Rosehill and Camellia 157 0 74 0 83 0 Total 500 363 135 33 365 330 Source: Technical Paper 2 – Construction Traffic and Transport Impact Assessment A summary of parking impacts is provided in Table 29.

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Table 29: Assessment of parking impacts (construction) Local Impact Proposed change with potential to affect businesses Significance of Likelihood Potential business impact Management Residual business impact measure impact precincts affected

Reduction in Almost . Reduced customer and employee Parking Slight . The removal of 36 unrestricted on-street parking spaces is proposed along Moderate on-street certain access potentially acting as a Management Plan negative Hawkesbury Road. The surrounding network is proposed to absorb these negative parking displaced spaces. However, an additional walking distance of 600 metres would deterrent . Potential changed consumer Business be experienced by future users in the locality behaviour with trade leaking to other Management Plan . The creation of an additional three two hour spaces along Hainsworth Street Westmead centres would reduce unrestricted parking in Hainsworth Street to potential customers . Reduction in customers and business and visitors by three spaces revenue . The creation of five disabled spaces within Hainsworth Street would reduce the . Reduced employee access and availability of unrestricted parking by a further five spaces in Hainsworth Street. workplace productivity.

Reduction in Almost . Reduced customer and employee Parking Moderate . The removal of 47 unrestricted on-street parking spaces is proposed along Large on-street Factory Street. The surrounding network is proposed to absorb these displaced negative certain access potentially acting as a Management Plan negative parking spaces. However, an additional walking distance of 400 metres would be deterrent . Potential changed consumer Business experienced by future users behaviour with trade leaking to other Management Plan . The removal of 51 unrestricted on-street parking spaces is proposed along Barney centres North Street. The surrounding network is proposed to absorb these displaced spaces. . Reduction in customers and business Parramatta However, an additional walking distance of 200 metres would be experienced by revenue future users . Reduced employee access and . The removal of 129 unrestricted on-street parking spaces is proposed along workplace productivity. O’Connell Street. The surrounding network is proposed to absorb these displaced spaces. However, an additional walking distance of 400 to 300 metres would be experienced by future users.

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Local Impact Proposed change with potential to affect businesses Significance of Likelihood Potential business impact Management Residual business impact measure impact precincts affected

Reduction in Almost . Reduced customer and employee Parking Moderate . The removal of 36 one hour (ticketed) parking spaces along Church Street along Large on-street certain access potentially acting as a Management Plan negative project alignment. It is noted that vacancies in the surrounding road network are negative parking not expected to be sufficient to accommodate these displaced spaces deterrent . Potential changed consumer Business . The removal of 30 four hour (ticketed) parking spaces from Macquarie Street behaviour with trade leaking to other Management Plan along project alignment. It is noted that vacancies in the surrounding road centres network are not expected to be sufficient to accommodate these displaced . Reduction in customers and business spaces revenue . The removal of 27 one hour (ticketed) parking spaces from Macquarie Street . Reduced employee access and along project alignment. It is noted that vacancies in the surrounding road workplace productivity. network are not expected to be sufficient to accommodate these displaced spaces . The removal of 18, 15 minute parking spaces from Macquarie Street along Parramatta project alignment. It is noted that vacancies in the surrounding road network are CBD not expected to be sufficient to accommodate these displaced spaces . The removal of 62 ten hour (ticketed) and four two hour (ticketed) parking spaces from George Street along project alignment. It is noted that vacancies in the surrounding road network are not expected to be sufficient to accommodate these displaced spaces . The removal of five ten hour (ticketed) parking spaces from Harris Street along project alignment. It is noted that vacancies in the surrounding road network are not expected to be sufficient to accommodate these displaced spaces . The removal of 74 two hour (ticketed), 43 one hour (ticketed), 22 unrestricted and 12 two hour (ticketed) parking spaces from George Street along the project off-corridor. It is noted that vacancies in the surrounding road network are not expected to be sufficient to accommodate these displaced spaces.

Reduction in Almost . Reduced customer and employee Parking Slight . The removal of 14 unrestricted parking spaces from Tramway Avenue along Moderate on-street project alignment. It is noted that demand for parking along this road is currently negative certain access potentially acting as a Management Plan negative Rosehill and parking deterrent high. Employees that could be depend on these spaces for parking might be Camellia . impacted Potential changed consumer Business behaviour with trade leaking to other Management Plan centres

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Local Impact Proposed change with potential to affect businesses Significance of Likelihood Potential business impact Management Residual business impact measure impact precincts affected

. The removal of 15 unrestricted parking spaces from Grand Avenue along project . Reduction in customers and business alignment. The relocation of these spaces into the existing network is proposed to revenue increase walking distance for future users by around 800 to 900 metres . Reduced employee access and workplace productivity. . The removal of 51 unrestricted parking spaces from Grand Avenue North along project alignment. The relocation of these spaces into the existing network is proposed to increase walking distance for future users by around 800 to 900 metres.

Almost . Reduced customer and employee Parking Slight . A reduction in the availability of on-street parking in the surrounding road Slight Impact of on- certain access potentially acting as a deterrent Management Plan negative network and closure of the existing railway line could place increased pressure negative street parking . upon the racecourses existing parking capacity. This could lead to increased Potential changed consumer upon Rosehill competition for parking, possibly deterring patrons. behaviour with trade leaking to other centres Garden . Reduction in customers and business revenue . Reduced employee access and workplace productivity.

Carlingford . Moderate Almost . Reduced customer and employee Parking Slight Commuter car During construction approximately 60 commuter parking spaces would be impacted. These spaces are located at Rydalmere Station and Dundas Station negative certain access Management Plan negative parking . Reduced parking availability commuter car parks. potentially acting as a catalysts for a Business change in transport behaviour Management Plan . Reduction in customers and business revenue . Increased employee travel times.

Source: Technical Paper 2 – Construction Traffic and Transport Impact Assessment

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5.4 Noise and vibration The existing noise environment varies along the project alignment. According to the Technical Paper 13 – Noise and Vibration Impact Assess- ment, noise monitoring showed that existing ambient noise levels were typically dominated by various sources, including general CBD noise, existing transportation noise from major roads and railways, and some industrial, depending on the local business precinct.

5.4.1 Noise and vibration sources

Noise and vibration may be generated during construction of the project along the project alignment, surrounding road upgrades, within the local business precincts and around construction compounds. The degree of construction noise and vibration impact on individual businesses will vary dependent on the distance from the construction activities, the nature of works and the time of day or night that works take place. Construction activities with the greatest potential to result in noise and vibration impacts include: . Track works including slewing, communications, signalling, relocation of subterranean services, and overhead wiring works . Upgrading of surrounding local road network . Modifications and upgrade works to stations, including demolition of existing structures, construction of new structures and buildings . Construction of operational ancillary infrastructure . Temporary changes in traffic volumes along some routes during possession periods and due to construction vehicle movements.

5.4.2 Effects of noise and vibration upon businesses

Increased noise and vibration as a result of construction activities have the potential to alter the amenity of the existing urban environment and negatively impact on business revenue. This alteration may impact businesses through: . Reduction in work place ambience and customer experience . Reduction in productivity and concentration capacity . Reduction in customers and repeat customers . Difficulty communicating and interacting with employees, students, patients and customers for daily operation . Reduced employee health and wellbeing.

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53% of the businesses surveyed raised concern about adverse noise, vibration during construction. Businesses including cafes and restaurants, doctor surgeries and beauticians specifically raised this as a potential impact during construction.

5.4.3 Sensitive areas to noise and vibration impacts

Technical Paper 13 – Noise and Vibration Impact Assessment reveals that during standard daytime construction hours, the highest impacts are generally predicted to be at receivers who are adjacent to the alignment or discrete works locations such as sites requiring demolition of acquired properties, bridge construction or construction compounds. Receivers who are further back from the works generally have lower predicted noise levels. Noise impacts should be minimised through standard mitigation and management mechanisms as outlined in the Technical Paper 13 – Noise and Vibration Impact Assessment. On days when noise impacts are expected to be high, businesses should be notified in advance regarding the duration of the noise intensive activity. Businesses should also be given contact details of a designated place manager to register any complaints if noise impacts start to significantly affect business operation and revenue. A summary of the effect of noise and vibration impacts is provided in Table 30.

Ref: C17020 DRAFT HillPDA Page 83 | 142 Parramatta Light Rail Business Impact Assessment Table 30: Summary of the effect of noise and vibration impacts (construction) Local Impact Proposed change with potential to affect businesses Significance of Likelihood Potential business impact Management Residual business impact measure impact precincts affected

. Construction along Hawkesbury Road is proposed to be Moderate Almost . Reduction in work place ambience and customer Construction Slight undertaken between 7am and 11pm – noise levels during negative certain experience at cafes and restaurants Environmental negative Management Plan noise intensive activates would exceed the noise . Reduction in productivity and concentration management levels recommended for the Hospital and capacity Business health related services, cafes with outdoor dining south . Reduction in customers, sales and repeat Management Plan of Queens Road, education facilities and retailers in customers Westmead Village. These exceedances (exceeded during . Impact on amenity and customer experience Noise noise intensive activates) would occur during the . Difficulty communicating and interacting with levels daytime, evening and night time (excluding education at employees, students, patients and customers for night) construction periods. daily operation Construction at Hawkesbury Road/Darcy Road is . Affect businesses dependent on work place proposed to be undertaken between 10am-3pm and ambience to operate. 7pm-11am. During noise intensive activates, noise management levels for retailers along Hawkesbury Road, the education facility to the south (day time) and Westmead Westmead Hospital would be exceeded. . Vibration . Human comfort in close proximity to the construction Moderate Possible Possible damage to exiting building structure Refer to mitigation Slight . works along the alignment and off-corridor could be negative Reduced customer, student, worker comfortability measures within negative . affected if surface works use large rock breakers or other Reduced employee and patient productivity. Technical Paper 12 – intensive plant items. If this occurs, it would further Landscape and reduce the amenity and work environment of the area, Visual Impact acting as a deterrent for customers, passing trade and Assessment employees. . Noise . Construction period predominantly within North Moderate Almost Reduction in work place ambience and customer Construction Slight levels Parramatta is proposed to be undertaken between 7am- negative certain experience at cafes and restaurants Environmental negative . Reduction in productivity and concentration Management Plan North 11am. During noise intensive activates , the noise capacity Parramatta management levels for retail, health, recreational active, Business . Reduction in customers, sales and repeat industrial, commercial and places of worship would be Management Plan exceeded during the day and evening. Affecting these customers . businesses along the project alignment and off-corridor Impact on amenity and customer experience

Ref: C17020 DRAFT HillPDA Page 84 | 142 Parramatta Light Rail Business Impact Assessment Local Impact Proposed change with potential to affect businesses Significance of Likelihood Potential business impact Management Residual business impact measure impact precincts affected

. Construction at intersections of Church Street/Pennant . Difficulty communicating and interacting with Hills, Church Street/Victoria Road, and Factory employees, students, patients and customers for Street/Church Street would be undertaken between daily operation 10am-3pm and 7pm-11am. During noise intensive . Affect businesses dependent on work place activates the acceptable noise management levels for all ambience to operate. business types in proximity to these intersections would be exceeded. . Vibration . Human comfort in close proximity to the construction Moderate Possible Possible damage to exiting building structure Refer to mitigation Slight . works along the alignment and off-corridor could be negative Reduced customer, student, worker comfortability measures within negative . affected if surface works use large rock breakers and Reduced employee and student productivity. Technical Paper 12 – other intensive plat items. If this occurs, it would further Landscape and reduce the amenity and work environment of the area, Visual Impact acting as a deterrent for customers, passing trade and Assessment employees. Student productivity would also be affected. . Noise . Construction within Parramatta CBD is proposed to be Moderate Almost Reduction in work place ambience and customer Construction Moderate levels undertaken between 7am to 11pm. Some intersections negative certain experience at cafes and restaurants Environmental negative . and off-corridor works would be undertaken between Reduction in productivity and concentration Management Plan capacity 10am-3pm and 7pm-11am to avoid traffic peak hours. Business . Reduction in customers, sales and repeat During noise intensive activates, the daytime and evening Management Plan noise management levels would be exceeded for all customers . business types along the project alignment (Church Impact on amenity and customer experience . Street/Macquarie Street) and off-corridor roads. Difficulty communicating and interacting with employees, students and customers for daily Noise exceedances would also exceed those operation recommended for outdoor dining along Eat Street during . Affect businesses dependent on work place Parramatta the day, reducing the amenity of the area, potentially ambience to operate business. CBD acting a deterrent for customers and passing trade. . Night . During noise intensive activates, noise exceedances Moderate Almost Reduction in work place ambience and customer Construction Noise Slight time would exceed those recommended for outdoor dining negative certain experience at cafes and restaurants Vibration Strategy negative economy . Reduction in productivity and concentration along Eat Street during the evening and night, reducing Business capacity the amenity of the area. This reduced ambience of the Management Plan . area potentially acting as a deterrent to customers and Reduction in customers, sales and repeat passing trade. customers.

Ref: C17020 DRAFT HillPDA Page 85 | 142 Parramatta Light Rail Business Impact Assessment Local Impact Proposed change with potential to affect businesses Significance of Likelihood Potential business impact Management Residual business impact measure impact precincts affected

. Vibration . Human comfort in close proximity to the construction Moderate Possible Possible damage to exiting building structure Refer to mitigation Slight . works along the alignment and off-corridor could be negative Reduced customer, student, worker comfortability measures within negative . affected if surface works use large rock breakers or other Reduced employee and student productivity. Technical Paper 12 – vibration intensive plant items. If this occurs, it would Landscape and further reduce the amenity and work environment within Visual Impact the area, acting as a deterrent for customers, passing Assessment trade and employees. Student productivity would also be affected. . Noise . Construction within Rosehill and Camellia is proposed to Moderate Likely Reduced employees, students and customers Construction Noise Moderate levels be undertaken between 7am to 11pm. During noise negative concentration and productivity Vibration Strategy negative . Difficulty communicating and interacting with intensive activates, the noise management levels would Business employees, students and customers for daily exceed those recommended for industrial uses, north of Management Plan Grand Avenue and south of River Road W. Acceptable operation . noise management levels would also exceed those Impact on amenity and customer/employees recommended for education uses (Western Sydney experience. University) and industrial uses primarily located east of Brodie Street and industrial business facing Brodie Street between Victoria Road and Rydalmere Station. These businesses would be affected primarily during daytime construction times Rosehill and The noise levels are not predicted to exceed those Camellia recommended for Rosehill Racecourse. . Vibration . Human comfort in close proximity to the construction Moderate Possible Possible damage to exiting building structure Refer to mitigation Slight . works along the alignment and off-corridor could be negative Reduced customer, student, worker comfortability measures within negative . affected if surface works use large rock breakers or other Reduced employee and student productivity. Technical Paper 12 – vibration intensive plant items. If this occurs, it would Landscape and affect industrial uses either side of Grad Avenue Drive Visual Impact (east of James Ruse Drive) and those running along Assessment Tramway Avenue. It would affect persons in the eastern most buildings within the Western Sydney University campus and industrial business facing Brodie Street between Victoria Road and Rydalmere Station.

Ref: C17020 DRAFT HillPDA Page 86 | 142 Parramatta Light Rail Business Impact Assessment Local Impact Proposed change with potential to affect businesses Significance of Likelihood Potential business impact Management Residual business impact measure impact precincts affected

Vibration levels are not predicted to exceed those recommended for Rosehill Racecourse. . Noise . Construction within Carlingford is proposed to be Moderate Likely Reduction in work place ambience and customer Construction Noise Slight levels undertaken between 7am to 11pm. During noise negative experience Vibration Strategy negative . Reduction in productivity and concentration intensive activates, retailers along Station Street , Dundas Business capacity Station and Adderton Road, Telopea Station would have Management Plan . their noise management levels exceeded Reduction in customers, sales and repeat customers . During noise intensive activates, retailers and commercial . Impact on amenity and customer experience users along Pennant Hills Road/Cumberland Highway . Difficulty communicating and interacting with Carlingford would have their noise management levels exceed employees, students and customers for daily around Carlingford Station operation . It is proposed that the schools of Cumberland High . Reduced student concentration and productivity School, James Ruse Agricultural High School, Telopea . Affect businesses dependent on work place Public School, Sophies Cottage Kindergarten and Street ambience to operate. Bernadette's Primary would not have their noise management levels exceeded during noise intensive activates. . Vibration . Human comfort in close proximity to the construction Moderate Possible Possible damage to exiting building structure Refer to mitigation Slight . works along the alignment and off-corridor could be negative Reduced customer and worker comfortability measures within negative . affected if surface works use large rock breakers or other Reduced employee productivity. Technical Paper 12 – vibration intensive plant items. If this occurs, it would Landscape and affect retailers and commercial users around the existing Visual Impact stations. Assessment

Source: Technical Paper 13 – Noise and Vibration Impact Assessment

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5.5 Air quality Dust generation, as a result of construction activities can have an impact on local businesses causing potential increased operation costs (including cleaning and maintenance costs), reduced hygiene or sterilisation of food preparation, medical environments or increased instances of respiratory issues for employees, students or customers. Dust emissions may result from the following construction activities: . Excavation, handling, stockpiling, loading/unloading and transport of spoil . Demolition of buildings and other structures, and the handling, stockpiling and transport of demolition material . Transport, loading/unloading, stockpiling and handling of imported construction materials such as imported fill . Creation of exposed surfaces through the clearing of vegetation, stripping of topsoil and other overlying structures (such as road and footpath pavements), would increase the potential for dust emissions to be generated by wind erosion . Movement of construction plant, vehicles and equipment along unsealed haulage routes and surfaces.

5.5.1 Air quality affects upon businesses

Air quality, specifically relating to dust, is often a concern by food preparation companies and hospitality services. This concern is because dust has the potential to increase cleaning and maintenance costs and impacts upon food hygiene. Traffic related air pollution is also a concern for businesses that rely on amenity and ability for patrons to enjoy surrounding environment, such as footpath dining along Church Street. Reduced air quality can reduce customer interest, product sales and passing trade thereby affecting business revenue. Manufacturing businesses that are more dependent on clean and sterile environments may also be affected. Uncontrolled dust could potentially result in increased business overheads and operational costs of cleaning and sterilising equipment. Overall, the Technical Paper 9 – Air Quality Impact Assessment determines that dust and exhaust emissions generated during construction would not significantly contribute to emissions along the project alignment and can be managed through standard air quality mitigation measures as detailed in the paper.

Ref: C17020 DRAFT HillPDA Page 88 | 142 Parramatta Light Rail Business Impact Assessment Table 31: Summary of the effect of air quality impacts (construction) Local Impact Example area(s) potentially affected by Significance Likelihood Potential business impact Management measure Residual business reduced air quality of impact impact precincts affected

. . Westmead Reduced Retail food services (cafes and Moderate Likely Increased operation costs for cleaning Construction Environmental Slight . air quality restaurants with outdoor dining) negative educed sales and revenue Management Plan negative along Hawkesbury Road between . Reduced amenity impacting on the ability Alexandra Avenue and Queens Road to attract and retain customers and Business management plan . Health related services along employees Hawkesbury Road and Westmead . Reduction in repeat customers Hospital. . Negative health related effects for patients and visitors to hospital . Damaging off and increased maintenance of specialised industrial equipment. . . North Reduced Retail food services (cafes and Slight Likely Increased operation costs for cleaning Construction Environmental Neutral . Parramatta air quality restaurants) along Church Street negative Reduced sales and revenue Management Plan Health related services, visitors and . Reduce amenity impacting on the ability to patients at Cumberland Hospital. attract and retain customers and Business management plan employees . Reduction in repeat customers. . Parramatta Reduced . Outdoor dining retail food services Moderate Likely Increased operation costs for cleaning Construction Environmental Slight . CBD air quality along Church Street Eat Street negative Reduced sales and revenue Management Plan negative . Reduce amenity impacting on the ability to . Retail food services (cafes and attract and retain customers and employees Business management plan restaurants) along the alignment . Reduced passing trade and surrounding road upgrades . Reduction in repeat customers. . Commercial businesses along the alignment and surrounding road upgrades. . . Rosehill and Reduced Industrial uses along Grand Avenue, Slight Likely Increased operation costs for cleaning Construction Environmental Neutral . Camellia air quality James Ruse Drive and Rydalmere negative Reduced sales and revenue Management Plan Station . Reduce amenity impacting on the ability to . Rosehill Racecourse. attract and retain customers and employees Business management plan . Reduction in repeat customers . Damaging and increased maintenance of specialised industrial equipment.

Ref: C17020 DRAFT HillPDA Page 89 | 142 Parramatta Light Rail Business Impact Assessment Local Impact Example area(s) potentially affected by Significance Likelihood Potential business impact Management measure Residual business reduced air quality of impact impact precincts affected

. . Carlingford Reduced Retail food services (cafes and Slight Likely Increased operation costs for cleaning Construction Environmental Neutral . air quality restaurants) along Station Street, negative Reduced sales and revenue Management Plan Adderton Road and Pennant Hills . Reduce amenity impacting on the ability to Road. attract and retain customers and employees Business management plan . Reduction in repeat customers.

Source: Technical Paper 9 – Air Quality Impact Assessment

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5.6 Visual amenity Visual amenity can be described as the pleasantness of the view or outlook of an identified receptor or group of receptors (e.g. residences, recreational users). Visual amenity is an important part of an area’s identity and offers a wide variety of benefits to the community in terms of quality of life, well-being and economic activity. The visual attractiveness of an environment can be important to businesses, such as cafes and restaurants that rely on customer experience. Conversely, businesses that rely on storefront visibility to attract customers may be impacted by the presence of construction hoardings and loss of visual exposure. This has the potential to have a direct impact on business revenue and turnover.

5.6.1 Reduced visual amenity

During construction, visual amenity throughout study area has the potential to be affected by factors such as the removal of established vegetation, the installation of construction hoardings, cranes and other machinery, and/or the visual appearance of construction sites. Further factors may include the alteration of view corridors to heritage, open space, water bodies or the Parramatta skyline. Visual impacts to businesses in the vicinity of the project, during the construction phase, relate primarily to the: . Disturbances in sight lines from business to street . Reduction in natural light . Reduced business visibility due to construction hoardings . Reduction of streetscape appearance due to construction activity. Businesses that are reliant on quality urban environments, such as cafes and restaurants, to attract and retain repeat clients may also be impacted by visual amenity. These businesses are more dependent on access to natural light and clear sight lines of the street to enhance the attraction of their business. This is particularly the case if the business has outdoor dining. These businesses may experience a reduction in customer sales and repeat clients, impacting on business revenue in the short and longer term.

5.6.2 Reduced visual exposure

Businesses directly adjacent to temporary bus zones, hoardings or construction compounds may experience a reduction in visual exposure.

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Where a business is more dependent on passing trade or unplanned shopping to supplement business revenue, visual obstructions of the store frontage may impact sales. Reduced visibility may also lead customers to believe that the business has closed during the construction period or if they cannot see the business, lead them to look elsewhere for their services. This has the impact of affecting potential revenue and viability. To reduce the impacts on business, the location of temporary bus stops should be positioned so not to be in front of businesses that are highly dependent on passing trade or visual exposure and/or amenity. Locational signage, such as the example shown in Figure 19, should be used to inform the public that businesses are still open and direct patrons to them. Designated Place Managers should be nominated as key liaisons, available to field any concerns regarding visual impacts.

Figure 19: City to South East Light Rail locational signage

Source: HillPDA 2016

The Technical Paper 12 – Landscape and Visual Impact Assessment also identifies a number of mitigations to be applied. A summary of potential visual impacts is provided in

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Table 32.

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Table 32: Visual impacts summary table

Local Impact Location of businesses potentially most impacted Significance Likelihood Management Residual business of impact measure impact precincts effected

Westmead Visual . Businesses along Hawkesbury Road would Moderate Likely Business Slight amenity experience a decline in visual amenity and Negative management plan negative and business visibility. Additionally, due the combined Construction visibility effects on accessibility, legibility, wayfinding, Environmental comfort and amenity its streetscape is likely to Management Plan have a minor adverse landscape impact. The impact to the visual amenity along Hawkesbury Street would affect businesses reliant on this characteristic for example restaurants and cafes with outdoor dining.

North Visual . Businesses within Cumberland Hospital and along Moderate Likely Business Slight Parramatta amenity Church Street, along the project alignment, wold negative management plan negative and experience a decline in visual amenity and Construction visibility business visibility. Environmental The impact to the visual amenity along Church Management Plan Street would affect businesses reliant on this characteristic (i.e. cafes).

Parramatta Visual . Businesses along Church Street, Macquarie Street, Moderate Likely Business Slight CBD amenity and George Street along the project alignment negative management plan negative and and roads being upgraded would experience a Construction visibility decline in visual amenity and business visibility. Environmental The impact to the visual amenity along Church Management Plan Street Eat Street would also affect businesses reliant on this characteristic for example restaurants and cafes with outdoor dining. Reduced nigh time visual amenity would also adversely affect the night time economy along Church Street Eat Street.

Rosehill Visual . Minor adverse impacts identified. Limited impact Slight Possible Business Neutral and amenity on businesses. Visual impacts upon Rosehill negative management plan Camellia and Gardens maybe experienced during construction Construction visibility from along the alignment and adjoining Environmental construction compound. Management Plan

Carlingford Visual . Minor adverse impacts identified. There would be Slight Possible Business Neutral amenity limited impact upon businesses. negative management plan and Construction visibility Environmental Management Plan

Ref: C17020 DRAFT HillPDA Page 94 | 142 Parramatta Light Rail Business Impact Assessment

5.7 Loss of power and utilities Businesses are dependent on public utilities, particularly the supply of electricity and water, for the operation of electronics, business communication, industrial production and drinking water and cooking. The disruption of these services, even for short periods of time, may cause some inconvenience to business operation, consequently affecting economic productivity and business operation. Disruptions to utility services, arising from accidental or planned shutdowns to enable construction, are often raised as a concern during the consultation process. The types of disruptions to utilities that may occur during construction phase include: . Communication infrastructure outages (i.e. internet, phone line use etc.) . Water or sewer outages . Disruptions to electricity and gas supply.

5.7.1 Loss of power and utilities affects upon businesses

As a consequence of long or short term disruptions to public utility services, individual businesses or the economic viability of a local business precinct maybe effected. Some examples of the potential effects that disruptions to power and utilities may have upon a business involve: . Business operations that are reliant on the purchasing of goods and services electronically and through the internet (i.e. eftpos machine) would be required to limit purchases to a cash only system . Business operations that are reliant on electricity and communication networks to run computers, machinery or communication systems would likely have to cease operation . Business operations such as supermarkets, restaurants and cafes that are reliant on clean potable water, refrigeration, electricity and gas for the storage, preparation and operation of food and beverage services would be required to alter service offering during offline periods or temporarily close.

Such disruptions may result in a direct economic loss to the business or reduced productivity and could affect business viability, if disruptions continue for extended periods. Although accidental disruptions to services as a result of construction activities are unavoidable, businesses should be given advanced notice of

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any planned disruptions well ahead of time. A 24 hour project hotline should also be available to businesses to report any unplanned outages. A summary of the potential impacts of loss of power and utilities due to construction activities is provided in Table 33.

Table 33: Summary of effects of utility service interruptions Local Impact Significance Likelihood Potential effect on businesses Management Residual business of impact of impact measure impact precincts effected

All local Planned Slight Likely . Require cash only sales reducing potential number Temporary Slight business utility negative of customers and sales Transport Plan negative precincts disruption . Unable to operate electrical equipment including Business computers and machinery resulting in a loss of management productivity plan . Loss of food products due to not being able to store in correct way . Unable to use internet or phone lines may result in a loss of productivity . Disruptions to water and sewage for extended periods of time may require workers to work from home or travel to other locations – reducing productivity and amenity of workplaces . Disruptions to services may require businesses to temporary close, impacting on business revenue. All local Unplanned Moderate Possible . The extent of impact on businesses would vary Not currently Nil business utility negative dependent on the potential duration of service known precincts disruptions outage. The longer the outage, the greater the impact would have on business productivity, expenses and business revenue.

5.8 Demand for goods and services from construction activities and workers With an increase of construction workers in the business precincts and potential diversions in pedestrian and vehicle travel routes, there is opportunity for some businesses to benefit from construction activity. This benefit is most likely to be experienced by businesses located in close proximity to construction sites or on route to construction sites that sell goods or services to construction workers or related industries. This can include local businesses such as service stations, food retailing and dining services and accommodation providers amongst others. There are also potential scenarios in certain local business precincts, where diversions could lead more people into local business precincts,

Ref: C17020 DRAFT HillPDA Page 96 | 142 Parramatta Light Rail Business Impact Assessment

potentially increasing the passing trade opportunity and exposure of businesses. Construction activity also generates regional demand for services such as construction recruitment agencies, construction companies and resource suppliers. Although potentially not benefiting businesses in the local business precincts, construction activities do stimulate the broader economy, creating more employment opportunities across the region. A summary of the effects of construction on goods and services is provided in Table 34.

Table 34: Summary of effects of goods and services generated from construction Local business Impact Businesses that may Significance Likelihood Potential effect on Management Residual precincts benefit of impact of impact businesses measure impact effected

All local Construction Retail, cafes, Slight Likely . Increase in passing Business Slight business worker restaurants, take-away positive trade and potential Management positive precincts expenditure food, convenience sales. Plan stores, pubs

All local Goods and Broader region Moderate Likely . Increase in employment Nil Moderate business services demand positive opportunities across positive precincts the broader region . Increase in business revenue. All local Passing trade Retail, cafes, Slight Likely . Increase in passing Business Slight business from diversions restaurants, take-away positive trade and potential Management positive precincts food, convenience sales. Plan stores

Ref: C17020 DRAFT HillPDA Page 97 | 142 Parramatta Light Rail Business Impact Assessment

6 ASSESSMENT OF OPERATIONAL IMPACTS

This section provides an assessment of the potential operational impacts of the project.

6.1 Access and connectivity The operation of the project would result in a range of impacts on access and connectivity for business owners, employees and customers. These impacts may result from alterations to: . Rail service frequency and alignment . Pedestrian and cyclist connectivity . Public transport connectivity . Car parking availability . Localised traffic network. Changes to access and connectivity arrangements have the ability to impact on: . Direction and frequency of passing trade . Employee and customer access and travel time . Employee recruitment and retention . Business connectivity with other centres and customer catchment.

6.1.1 Light rail service frequency and alignment

The project is proposed to be operational by 2023, with light rail vehicles running every seven and a half minutes throughout the day. The light rail vehicles have a capacity of at least 250 passengers, and a system capacity to carry 10,000 people per hour during peak times and special events. 6.1.1.1 Benefits to businesses from improved services With a high frequency of services and a direct service from Westmead through to Carlingford, there is capacity for businesses to attract a larger target market than already existing. The capacity would increase the potential for retail and other businesses located in proximity to the stops to capture passing trade and increase the visibility of their business.

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The service could also enable longer peak times, increasing opportunity in the shopping, dining and local retail business sectors. Around 45% of survey respondents acknowledge the potential positive impact that the project would have upon their business through enhanced customer access. 6.1.1.2 Benefits from improved connectivity Once operational, the project would contribute to the connectivity of the local business precincts between each other and other major centres, through the existing heavy rail network. This enhanced connectivity would support the clustering of businesses (such as start-ups and entrepreneurs) looking for more affordable locations surrounding Parramatta CBD and Westmead health precinct. Due to enhanced connectivity, larger local business precincts such as Parramatta CBD and North Parramatta may become more attractive for national and multi-national brands as a place for new business investment and growth. 6.1.1.3 Benefits from improved services for workers The project would also enhance workforce accessibility, creating a larger labour pool, increasing staff choice and broadening the available skill set to businesses located within reasonable proximity to the project. To this end, 27% of survey respondents identified that staff access would be improved upon operation of the project. 6.1.1.4 Benefits to the night time economy The improved services would also increase the accessibility, attractiveness and perceived safety of the Parramatta CBD to surrounding residents and visitors. Retailers such as cafes, restaurants, bars and other entertainment or other cultural businesses would benefit from the increase in potential customers. An assessment of the impact of rail service frequency is provided in Table 35.

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Table 35: Rail service frequency impacts assessment (operation)

Local Impact Location of businesses potentially most impacted Significance of Likelihood Potential business impact Management Residual business impact measure impact precincts effected All local Rail Business within close proximity to proposed stop locations would Large positive Almost . Increase in passing trade Access Plan Large business service benefit from increased rail patronage and frequency certain . Increase in business connectivity positive precincts frequency . Increase in business revenue and viability . Increase in ability to recruit and retain employees . Improved travel times and increased transport . efficiency for employees and customers . Potential attraction of investment into local business precincts . Attraction of larger national and multi-national brands . Increased travel efficiency allows more time for people to stay and spend in the local business precincts. Rosehill and Increased . The proposed light rail service has an increased capacity of Slight positive Likely . Increase in business connectivity Access Plan Slight Camellia rail an additional 600 patrons per hour over that of the current . Increase in business revenue and viability positive capacity heavy rail capacity. This increase potential number of . Increase in ability to recruit and retain customers and visitors within the precincts. employees . Improved travel times and increased transport efficiency for employees and customers.

Parramatta Night time . The establishment of Parramatta Light Rail along Church Moderate Almost . Increased connectivity Access Plan Moderate CBD economy Street would improve the amenity, safety and accessibility of positive certain . Increased passing trade positive Church Street Eat Street. This would increase the potential . Increased business visibility for passing trade capture and visibility of businesses along . Increased accessibility the street. . Potential increased revenue capture . Increased time economy activity . Increased opportunity for outdoor expansion.

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6.1.2 Pedestrian and cyclist connectivity

The operation of the project would have impacts on pedestrian and cyclist movements throughout the local business precincts. This can have a direct impact on passing trade, customer numbers and business visibility. 6.1.2.1 Pedestrian connectivity The location of the stop entries, transport interchanges and pedestrian crossings can have a direct impact on passing trade as it may change traffic routes, drawing people towards some businesses and away from others. Improved safety and accessibility of pedestrian crossings can also facilitate the safe access to surrounding retail and commercial services, encouraging people to use the centre and increasing the likelihood of additional expenditure.

Overall alterations to pedestrian access can generate an increase in trade in some locations or a reduction in trade at other businesses, dependent on the change in directional flow of traffic. Ultimately however, the project’s service is likely to encourage greater commuter numbers and therefore passing trade and business revenue would likely increase in majority of locations. 6.1.2.2 Cycle and active transport The project has been designed to support the principles of active transport through improving cycling and pedestrian amenity along the project alignment. The transport links would allow for improved public domain spaces and provide opportunity for social cohesion and connect destination points along the project alignment. The primary active transport links proposed as part of the project would be the provision of a new connection between Carlingford and Parramatta, generally following the alignment of the existing Carlingford Line and utilising the bridge over James Ruse Drive. A bicycle link would also be provided on the northern side of Parramatta River.

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Figure 20: An indicative cross-section for the active transport link

Source: Stage 1 – Westmead to Carlingford via Parramatta CBD and Camellia, Environmental Impact Statement In addition to the proposed active transport link, additional active transport links have been proposed where these can be supported using existing infrastructure/pedestrian footpaths to connect local destinations or through the provision of on street cycle paths where appropriate. When implemented, the proposed active transport corridor would provide the opportunity for pedestrians and cyclists of all ages to walk and cycle in a safe and comfortable environment. The infrastructure would facilitate strategic walking and cycling connections to a number of important destinations, including linking public transport interchanges with schools, open space, river front areas, retail and commercial premises. The active transport link(s) would also enable ease of movement and maximise connectivity between the local business precincts. These have the potential to increase the number of people moving between neighbourhoods and visiting shops and cafes in local business districts. The effects on businesses as a consequence of alterations to pedestrian and cyclist connectivity are assessed in Table 36.

Ref: C17020 DRAFT HillPDA Page 102 | 142 Parramatta Light Rail Business Impact Assessment Table 36: Assessment of active transport links (operation) Local Impact Proposed change with potential to affect businesses Significance Likelihood Potential business impact Management Residual business of impact measure impact precinct Pedestrian . Upon operation footpaths would be provided along the eastern Moderate Likely . Increased connectivity Access Plan Moderate footpath and western sides of Hawkesbury Road. positive . Increased passing trade positive This would increase the accessibility of retail shops along . Increased business visibility Westmead Hawkesbury Road south of Queens Road to existing customers . Increased accessibility and passing trade. This would lead to growth in business exposure . Potential increased revenue capture. and potential sales, while maintaining access to the Hospital and medical services. Pedestrian . New signalised pedestrian crossings would replace existing Moderate Likely . Increased connectivity Access Plan Moderate crossings pedestrian refuges and zebra crossings at the following locations: positive . Increased passing trade positive o Two intersections along Hawkesbury Road north of Queens . Increased business visibility Road . Increased accessibility o Southern end of the stop at Children’s Hospital at Westmead . Potential increased revenue capture. o Improved mid-block zebra crossings at the northern end of the Westmead Hospital Stop o Intersection of Hainsworth Street and Bridge Road. . Existing signalised road crossings would be maintained along with the shared path on the western side connecting Queens Road with Darcy Road. This would re-establish/improve the pre-existing pedestrian connectivity within the local business precinct. Allowing pedestrians greater accessibility in accessing local businesses and medical services along Hawkesbury Road. . The zebra crossing along Railway Parade at Ashley Lane should be Moderate Likely . Increased connectivity Access Plan Moderate replaced to its pre-construction position at the earliest positive . Increased passing trade positive opportunity to re-establish pedestrian connection and improve . Increased business visibility visibility of retailers within the Westmead Village. . Increased accessibility If not replaced, there is a potential for a reduction in passing trade . Potential increased revenue capture. from rail patrons exiting the station on Railway Parade (south exit). These persons may use the repositioned crossing at Ashely Lane and continue up Ashley Lane bypassing the Village. Pedestrian Upon operation the project would: Moderate Likely . Increased connectivity Access Plan Moderate crossings . Provide improved pedestrian crossing opportunities along Factory positive . Increased passing trade positive North Street with a new signalised intersection at O’Connell Street and . Increased business visibility Parramatta Factory Street. This would improve pedestrian accessibility to . Increased accessibility business east of O’Connell Street . Potential increased revenue capture.

Ref: C17020 DRAFT HillPDA Page 103 | 142 Parramatta Light Rail Business Impact Assessment Local Impact Proposed change with potential to affect businesses Significance Likelihood Potential business impact Management Residual business of impact measure impact precinct . Improved mid-block pedestrian crossing opportunities along Church Street at a new signalised crossing that would replace the existing pedestrian refuge at the southern end of the Fennell Street Stop. This would improve pedestrian accessibility across the road and the opportunity for increased passing trade. Cycle ways . Increased cycle connectivity upon operation would increase Slight Likely . Increased connectivity Access Plan Slight passing trade and visibility of commercial and retail premises. positive . Increased passing trade positive . Increased business visibility. Light rail and . Creation of a light rail and pedestrian zone along Church Street Moderate Likely . Increased connectivity Access Plan moderate pedestrian zone would increase the connectivity of the street allowing growth in positive . Increased passing trade positive business exposure and passing trade. . Increased business visibility The improved accessibility brought by the stops and . Increased accessibility Parramatta pedestalisation of Church Street would also improve the levels of . Potential increased revenue capture CBD safety, connectivity and productivity of the streets night time . Increased time economy activity economy. There would also be opportunity for increased outdoor . Increased opportunity for outdoor dining areas further increasing the productivity of existing and expansion. future retailers along the street. Pedestrian . Increased pedestrian connectivity around the stops would Moderate Likely . Increased connectivity Access Plan Moderate footpath increase the visibility and potential for businesses to capture positive . Increased passing trade positive passing trade. . Increased business visibility . Increased accessibility . Potential increased revenue capture. Cycle ways . Increased cycle connectivity upon operation would increase Slight Likely . Increased connectivity Access Plan Slight passing trade and visibility of commercial and retail premises. positive . Increased passing trade positive . Increased business visibility. Pedestrian . Increased pedestrian connectivity around the stops would Moderate Likely . Increased connectivity Access Plan Moderate footpath increase the visibility and potential for businesses to capture positive . Increased passing trade positive Rosehill and passing trade. . Increased business visibility Camellia . Increased accessibility . Potential increased revenue capture. Cycle ways . Increased cycle connectivity upon operation would increase Slight Likely . Increased connectivity Access Plan Slight passing trade and visibility of commercial and retail premises. positive . Increased passing trade positive . Increased business visibility. Pedestrian . Increased pedestrian connectivity around the stops would Moderate Likely . Increased connectivity Access Plan Moderate Carlingford footpath increase the visibility and potential for businesses to capture positive . Increased passing trade positive passing trade. . Increased business visibility

Ref: C17020 DRAFT HillPDA Page 104 | 142 Parramatta Light Rail Business Impact Assessment Local Impact Proposed change with potential to affect businesses Significance Likelihood Potential business impact Management Residual business of impact measure impact precinct . Increased accessibility . Potential increased revenue. Cycle ways . Increased cycle connectivity upon operation would increase Slight Likely . Increased connectivity Access Plan Slight passing trade and visibility of commercial and retail premises. positive . Increased passing trade positive . Increased business visibility. Active Transport . Businesses located in proximity to Parramatta Light Rail stop Moderate Likely . Increase in passing trade and Access Plan Large Link locations. positive recreation trip customers positive . Increase in business connectivity with

other local centres . Increase in business revenue and viability. End of trip cyclist . Recommended provision cycle parking facilities at each stop. Slight Likely . Encourages more people to cycle to Access Plan Slight facilities positive the stop increasing potential exposure positive of businesses and passing trade. All local Stop accessibility . Businesses located in proximity to Parramatta Light Rail stop Slight Likely . Encourages more people, including Access Plan Slight business locations. positive elderly, people with a disability or positive precincts mothers with prams to use, the service increasing the number of people in the local business precinct and potentially increasing sales. Increased . Businesses located in proximity to Parramatta Light Rail stop Large Likely . Increase in passing trade and Access Plan Large patronage locations. positive purchasers as commuters travel to and positive from the stop . Greater vibrancy and passive surveillance in local business precinct due to increase number of people moving through centre . Increased business exposure . Increased potential commercial rent and property values . Increased potential agglomeration benefits of new businesses and greater investment in the area.

Source: Traffic and Transport Technical Assessment Report GTA (2017)

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6.2.3 Public transport connectivity

Where possible the project design integrates multiple transport options at various stops by clustering taxi, bus, active transport (cycle) and light rail services in close proximity. This approach would enable public and active transport patrons to efficiently transition between the rail and other services, improving the connectivity of the local business precincts. Improved connectivity may potentially attract more patrons to use services, increasing the exposure of businesses and overall vibrancy of the local business precincts. Improved public transport integration can also act as a catalyst for development investment, attracting more residents and businesses to a location, increasing potential trade opportunities. Increased efficiency from public transport integration, although good for patrons, can result in the reduction of passing trade for some businesses and the increase in passing trade for others. This is due to patrons potentially not needing to pass businesses to transfer between bus and rail. 6.2.3.1 Changes to established bus routes upon operation Changes to established bus routes has the potential to increase or decrease passing trade, worker and customer accessibility and travel times. These changes depend on how the bus route differs from the previous route and the location of the new bus stops. As identified in the Technical Paper 2 – Construction Traffic and Transport Impact Assessment - there would be no changes required or proposed to rapid or suburban routes in the study area. There would be no changes to frequencies and hours of operation except that Route 829 would be permanently removed as it duplicates the Parramatta Light Rail line. 6.2.3.2 Changes to bus stop locations Changes in bus stop locations can either have a negative or positive effect on a business. Businesses reliant on passing trade may benefit from increased pedestrian traffic passing their shop on the way to the stop or persons waiting at the stop. While other businesses reliant on a quiet, uncrowded atmosphere may experience negative impacts associated with the location of a bus stop out the front of their businesses. This may also reduce the visibility of the business to potential passing trade. The potential impacts of alterations to public transport connectivity have been analysed in Table 37.

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. Changed . Bus route 711 - Parramatta to Blacktown via Wentworthville – Moderate Almost Increased bus services along Access Plan Moderate route would be modified to operate with one-way loop via Hawkesbury positive certain Hawkesbury Road positive . Road, Hainsworth Street, Park Avenue and Caroline Street Increased bus services to between Parramatta and Wentworthville in both directions. This Mayflower Retirement Village . reinstates the previous route and accessibility of patrons using Increased connectivity and bus along Hawkesbury Road, with a slight increase to patrons accessibility . travel time exiting the local business precinct, resulting from the Potential increased patronage loop turn around. No major impact to businesses is expected levels and passing trade . Increased employee accessibility. . Bus route 708 - Parramatta to Constitution Hill – would be modified to operate directly between Wentworthville and Parramatta from Darcy Road without the deviation to the Mayflower Retirement Village in Caroline Street. This deviation has been replacing by the modified 711 route. As such, no loss in accessibility by the retirement village would be experienced Westmead . Bus route 818 – Merrylands to Westmead via Wentworthville – would be modified to service the Mayflower Retirement Village via Hainsworth Street, Park Avenue and Caroline Street. This would add an additional bus service along Hawkesbury Road north of Darcy Road and Caroline Street, further increasing accessibility of the retirement village and health services along Hawkesbury Road . Bus route 824 - Parramatta to Westmead via Mays Hill and South Wentworthville – would be modified to approach the local business precinct from Darcy road turning north along Hawkesbury Road undertaking a one-way loop via Hawkesbury Road, Hainsworth Street, Park Avenue and Caroline Street. This would increase the services and accessibility to businesses along Hawkesbury road and the retirement village. . Changes to . A new bus stop would be located in Caroline Street at the Slight positive Almost Increased accessibility and n/a n/a bus stop Mayflower Retirement Village. This stop was previously removed certain connectivity of Mayflower location during construction. Retirement Village

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. North Parramatta Changed . Bus route 549 - Parramatta to Epping via North Rocks – would be Slight negative Likely Reduced employee and customer Parking Slight route access (O’Connell Street) Strategy negative modified from O'Connell Street to Church Street in both (O’Connell . Reduced business visibility directions, however no changes to services. This would have a Street) (O’Connell (O’Connell (O’Connell Street) negative effect on the accessibility and connectivity of businesses Street) Street) . along O’Connell Street while having a positive effect for Slight positive Increased accessibility employee and customer (Church Street) Access Plan Slight businesses along Church Street. (Church Street) . Increased business visibility positive (Church (Church Street) (Church Street) . Increased passing trade (Church Street) Street) . North Parramatta and Bus service . Bus route 829 - Parramatta to North Parramatta Loop - would be Neutral Possible No impact to businesses as n/a n/a Parramatta CBD cancelation no longer required as service as it is duplicated with other Church service is duplicated/replicated by Street services. The service also only operates during late nights the project and would be duplicated by the Parramatta Light Rail along Church Street. . Parramatta CBD Removal of . Bus stops are proposed to be removed from Church Street, Moderate Almost Increased accessibility employee Access Plan Moderate bus stop However it would be expected that this impact would be positive positive certain and customer positive . for businesses along Church Street as the increased rail capacity Increased business visibility . and creation of a shared zone would improve accessibility for Increased passing trade customers, employees, visibility of shops and passing trade opportunities. Increased amenity would also be experienced along the street as buses are replaced by quieter light vehicle services.

Source: Technical Paper 2 – Construction Traffic and Transport Impact Assessment

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6.1.4 Car parking availability

Convenient and accessible parking plays a critical function for businesses. A reduction in parking availability potentially deters customers which impacts on business revenue. Along the project alignment there would be no provision for on-street parking once operational with only critical on-street parking being replaced along the alignment. These spaces would be provided in adjacent streets and comprise predominantly of disabled spaces, loading zones and some short stay parking. Of the 863 on-street parking spaces affected by the project, some 695 or 81% spaces are to be removed during construction with only 168 or 19% being provided in the adjacent streets. A detailed breakdown of the number of affected on-street spaces along the project alignment and off the project alignment is provided in Table 28. Post construction the on-street parking availability will be the same as available during construction. As such the impacts during operation are equivalent to those during construction. These impacts can be found in Table 29. 6.1.4.1 Improved rail service and commuter parking demand The improved rail service on the Carlingford Line would result in some modal shift - an increase in rail patronage and a reduction in private motor vehicle usage. However, the demand for commuter car parking or park and ride spaces on the Carlingford Line could increase as a result of the improved rail service. Modelling undertaken by AECOM forecasted the demand for park and ride spaces by 2041 for the following stops: . Westmead Stop - 9 parking spaces . Harris Street Stop - 1 parking spaces . Dundas Stop - 99 parking spaces . Telopea Stop - 122 parking spaces . Carlingford Stop - 130 parking spaces. The Technical Paper 2 – Construction Traffic and Transport Impact Assessment (unknown pages) indicates that the low demand for park and ride spaces at the Harris Street and Westmead stops would not warrant

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further consideration for commuter parking. The demand for Park and Ride along the T6 Carlingford Line would generally be in line with the land use patterns surrounding these stops and in consideration of increased frequencies of public transport service compared with current levels.

6.1.5 Localised traffic network alterations

Alterations to road configuration or access as a result of the upgraded stop designs, road upgrades and the installation of light rail tracks have the potential to impact traffic movement patterns and as a consequence may alter the exposure of some businesses to passing trade. 6.1.5.1 Benefits from reduced congestion Upon operation of the project, with increased public transit participation and people walking to stops, there would likely be a reduction in congestion on surrounding roads. This would improve the amenity of the environment in local business precincts, increase efficiencies for freight deliveries and servicing and also improve customer experience and access to the local business precinct. Less traffic on the road within the local business precincts can also improve the safety and efficiency of the environment, making customers feel more comfortable moving around the local business precinct and more inclined to stay longer, shopping or dining in the centre. However, there are a high proportion of residents and workers that travel to and from work by car within the combined precincts. This was evident in 2011, with 53% of the residents within the combined local business precincts travelling to work either as a vehicle driver or passenger and 61% of workers travelling to work, within the combined precincts, either as a car driver or passenger. As such, the local road network surrounding the project alignment is proposed to be upgraded to increase its current and future capacity. The surrounding roads being upgraded are referred to as off-corridor roads. This increased road capacity on the off-corridor road would likely reduce road congestion in the surrounding area helping to reduce any negative effects on businesses. 6.1.5.2 Traffic delays Alterations to road networks resulting from the project can divert traffic on to the surrounding road network causing increased traffic congestion and delays.

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This can increase the cost to businesses associated with congestion such as higher travel costs, delivery and courier delays and increased worker travel times. 6.1.5.3 Emergency vehicle access Emergency vehicle access would be maintained along the project alignment with vehicles under siren and lights being permitted to travel over the light rail tracks. 6.1.5.4 Light rail and pedestrian zones There are two light rail priority zones where general vehicle traffic is proposed to be excluded, these being located at: . Church Street, between Market Street and Macquarie Street . Macquarie Street, between Horwood Place and Smith Street. Creation of shared zones such as along ‘Eat Street’ has benefits for retailers and businesses that rely on passing trade and a pleasant ambience. Shared zones may also increase the space that could be utilised for outdoor dining, further increasing the potential revenue for businesses that rely on such outdoor seating. 6.1.5.5 Changes to intersections Changes to intersections such as signalised lights, can improve road connectivity allowing traffic to safely and efficiently access streets or properties. The introduction of new signalised intersections can slightly increase the time spent on the road although this would be minimal with the benefits of increased safety and accessibility outweighing any negative impacts. 6.1.5.6 Changes accessibility On operation of the light rail access to properties along the alignment would be restricted to local access only. This coupled with road alterations, such as one way streets, may have negative impacts on business extended travel times and vehicle operation costs, delays in the receipt or distribution of goods and reduced transport efficiency and reliability of deliveries to customers. Table 38 assesses the impact on business from localised traffic network alterations.

Ref: C17020 DRAFT HillPDA Page 111 | 142 Parramatta Light Rail Business Impact Assessment Table 38: Assessment of local traffic network alterations on businesses (operation) Local business Impact Proposed change with potential to affect businesses Significance Likelihood Potential business impact Management Residual precincts of impact measure impact affected Intersection . Proposed Hawkesbury Road/ Queens Road to be changed from priority controlled to Neutral Likely . Possible increase in travel time Ongoing Neutral and road left-in/ left-out only turn. Minimal to no impact to businesses south of Queens Road, for employees, visitors and review and changes as access via Hawkesbury Road and Ashely Lane via Railway Parade is still maintained service businesses resulting revision of . Proposed Hawkesbury Road/ Caroline Street roundabout changed to a signalised from waiting at traffic lights. measures Westmead intersection. Minimal to no impact on Mayflower Retirement Village as access is However, impact minimal as maintained via Hawkesbury Road, Park Avenue and Railway Parade access is still maintained to . Proposed Hainsworth Street/ Children’s Hospital Westmead car park access via businesses along Hawkesbury roundabout to left-in/ left-out. Minimal to no impact as access is still maintained via Road. Hawkesbury Road (northbound). Road . The project alignment along Church Street is proposed to have one lane of traffic in Slight Likely . reduced traffic congestion Ongoing Slight reconfiguratio each direction, upon operation. Although this is predominantly re-instating pre- positive . Increased travel times for review and positive n construction conditions, it would result in some left turn or right turn only lanes employees and customers revision of would be removed to accommodate the project. However, with the surrounding off- . Increased reliability of measures corridor road upgrades congestion along the road would potentially be reduced. service/delivery businesses . Increased passing trade opportunity. North Intersection . Proposed Factory Street/ New Street/ Fleet Street priority controlled proposed to be Neutral Likely . Possible increase in travel time Ongoing Neutral Parramatta changes changed to a left-in/ left-out turn only for employees, visitors and review and . Proposed Factory Street/ O'Connell Street priority controlled proposed to be service businesses resulting revision of changed to a signalised intersection from waiting at traffic lights or measures . Proposed Factory Street/ Galloway Street priority controlled proposed to be changed changed turning conditions. to a left-in/ left-out turn only However, impact minimal as . Right movements would be removed from Cumberland Hospital Eastern Intersection the surrounding road network 2, Factory Street/ New Street/ Fleet Street and Factory Street/ Galloway Street. provides numerous alternative Regarding the above intersection changes given the high connectivity of the routes. surrounding road network within the North Parramatta minimal to no negative impacts are expected to be experienced by businesses within the local area. New signalled . New signals are proposed at Church Street/Board Street, O’Connell/Barney Street Slight Likely . Increased accessibility Ongoing Slight Intersections and Dunlop Street and Factory Street and Eels Place positive . Improved safety. review and positive . Proposed new signals to be located at Church Street/Harold Street and Church revision of Street/Fennel Street. These would be left in/left out for southbound traffic and right measures turn for north bound traffic. The proposed above changes would predominantly result in increased accessibility of businesses to employees and customers, as currently these proposed signal intersections are proposed where limited turn in/out options currently exist.

Ref: C17020 DRAFT HillPDA Page 112 | 142 Parramatta Light Rail Business Impact Assessment Local business Impact Proposed change with potential to affect businesses Significance Likelihood Potential business impact Management Residual precincts of impact measure impact affected Corridor . Significant increases to delays for traffic along Church Street (southbound) are Moderate Likely . Increased traffic congestion Ongoing Moderate delays expected as a result of the project in the AM and PM traffic peaks. Delays are negative . Increased travel times for review and negative expected to double by 2026. employees and customers revision of . Significant delays are also expected along O’Connell Street south and northbound. potentially acting as a deterrent measures The above traffic congestion would increase the costs associated time delays and . Reduced reliability of reduced accessibility to businesses. service/delivery businesses . Reduced passing trade opportunity. Church Street . Church Street is proposed as a light rail priority zone between Lennox Bridge and Moderate Likely . Extended travel times and Ongoing Slight rail priority Macquarie Street to accommodate pedestrians and light rail, with local traffic only negative vehicle operation costs review and negative zone permitted to access properties. This would decrease accessibility of businesses along . Delays in the receipt or revision of this section to delivery and service businesses distribution of goods measures Parramatta . A light rail priority zone is also proposed between Horwood Place and Smith Street. . Reduced transport efficiency CBD This would decrease the accessibility of businesses on the southern side of and reliability of deliveries to Macquarie Street that currently rely on access of Macquarie Street. customers . Increased overheads for businesses due to delivery costs. Intersection . Proposed Church Street/ Palmer Street priority controlled proposed to be changed Neutral Likely . Possible increase in travel time Ongoing Neutral changes to a left-in/ left-out – the right hand movement would be removed for employees, visitors and review and . Proposed Church Street/ Market Street priority controlled changed to a signalised service businesses resulting revision of intersection. Access to Novatel and the service area for businesses located at 354 from waiting at traffic lights or measures Church Street would be maintained changed turning conditions. . Proposed Macquarie Street/Horwood Place priority controlled proposed to be However, impact minimal as changed to a left-in only – the right hand movement would be removed the surrounding road network . Proposed George Street/ Noller Parade/ Purchase Street priority controlled proposed provides numerous alternative to be changed to a signalised intersection routes. Road lane . Eastbound only traffic between Marsden Street and Church Street reducing Slight Likely . Extended travel times and Ongoing Slight changes accessibility for westbound traffic negative vehicle operation costs review and negative . Eastbound only traffic along Macquarie Street between Church Street and MacArthur . Delays in the receipt or revision of Street. This would potentially reduce accessibility of businesses along the street and distribution of goods measures increase congestion. . Reduced transport efficiency and reliability of deliveries to customers . Reduced accessibility

Ref: C17020 DRAFT HillPDA Page 113 | 142 Parramatta Light Rail Business Impact Assessment Local business Impact Proposed change with potential to affect businesses Significance Likelihood Potential business impact Management Residual precincts of impact measure impact affected . Increased overheads for businesses due to delivery costs Corridor . Significant increases to delays for traffic along Macquarie Street (westbound) are Moderate Likely . Increased employee and Ongoing Moderate delays expected as a result of the project in the AM and PM traffic peaks. Delays are negative customer travel times review and negative expected to double to triple that experienced now by 2026 potentially acting as a deterrent revision of . Significant increases to delays for traffic along Church Street (eastbound) are to businesses located along the measures expected as a result of the project in the PM traffic peak. Delays are expected to streets double that experienced now by 2026 . Increased traffic congestion . Significant increases to delays for traffic along Church Street (westbound) are . Increased travel times for expected as a result of the project in the AM traffic peak. Delays are expected to employees and customers double that experienced now by 2026 potentially acting as a deterrent The above traffic congestion would increase the costs associated time delays and . Reduced reliability of reduced accessibility to businesses. service/delivery businesses . Reduced passing trade opportunity. . Proposed Tramway Avenue/ Arthur Street priority controlled proposed to be Neutral Likely . Possible increase in travel time Ongoing Neutral changed to a left-in/ left-out. This would change access to Tramway Avenue to for employees, visitors and review and southbound traffic although, given the connectivity of surround streets would have a service businesses resulting revision of minimal to no effect on businesses from waiting at traffic lights or measures . Proposed Grand Avenue North/ James Ruse Drive priority controlled proposed to be changed turning conditions. changed to a signalised intersection. No real impact to businesses, some effect However, impact minimal as associated with waiting a signal lights, however there would be increased safety for the surrounding road network Rosehill and turning vehicles provides numerous alternative Camellia . Proposed Grand Avenue/ Station access priority controlled proposed to be removed routes. . Proposed Grand Avenue/ Depot access priority controlled proposed to be changed to a signalised intersection. No real impact to businesses, some effect associated with waiting a signal lights, however this would increase the safety for turning vehicles . Proposed Grand Avenue/ Durham Street priority controlled proposed to be changed to a signalised intersection. No real impact to businesses some effect associated with waiting a signal lights, however increased safety for turning vehicles.

Source: Chapter 2, Environmental Impact Statement (2017) and Technical Paper 2 – Construction Traffic and Transport Impact Assessment (unknown pages)

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6.2 Visual amenity The operation of the project would include changes to visual amenity due to the presence of new and amended infrastructure, landscaping and urban design components. The majority of these impacts would likely be localised around stop, light rail priority zones and interchange areas. All local business precincts are expected to experience changes in visual amenity due to the new stops, plazas and ancillary facilities. In the majority of cases, the changes would have a positive impact.

6.2.1 Visual amenity impacts on businesses

Businesses that benefit from passing trade are more dependent on strong sight lines to store frontages and pleasant urban streetscapes. These urban design treatments can create a more comfortable and visually appealing environment. This improves the customer perception of a centre increasing the exposure of businesses to potential trade and revenue. Enhancements to the visual amenity of an environment may improve a person’s experience and impression of the place, generally resulting in patrons making more return visits. This improved pedestrian experience may potentially have a positive impact on businesses with customers more likely to return to visit the centre and increase expenditure in the locality.

6.2.2 Improved night time amenity

Night time visual amenity may also be affected as a result of the operation of the project. Lighting around stops and along the alignment would play an important role in enhancing the safety of the local business precinct, with improved lighting generally having a positive impact on businesses. Improved lighting enhances the pedestrian experience, encouraging more customers to travel to local business precincts at night time, thereby improving the night time economy. ‘Eat Street’ would benefit from improved night time amenity as surrounding residents and workers are more likely to travel in or stay within the local area longer, increasing potential passing trade for retailers. Table 39 provides an assessment of the visual impacts associated with the operation of the project.

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Table 39: Visual impacts summary table (operation) Local business Impact Proposed change or location of businesses potentially most impacted Significance Likelihood Potential business impact Management Residual precinct of impact measure impact

. Visual . Businesses along Hawkesbury Road would benefit from having a Slight Likely Increased business exposure Maintenance Slight . amenity more generous pedestrian boulevard with a continuous avenue positive Improved streetscape amenity making the and Review positive environment more comfortable and visually of street trees. This would create an attractive and comfortable enticing to customers, potentially increasing Westmead (shaded) public domain and strengthen Parramatta’s Green Grid network. passing trade . Improved sight lines to businesses increasing potential customer attraction and sales opportunity. . Visual . Businesses along Church Street would benefit from the project Slight Likely Increased business exposure Maintenance Slight . amenity providing improved pedestrian conditions, through creating a positive Improved streetscape amenity making the and Review positive environment more comfortable and visually more generous pedestrian boulevard with a continuous avenue North of street trees, that creates an attractive and comfortable enticing to customers, potentially increasing Parramatta (shaded) public domain and strengthen Parramatta’s Green Grid passing trade . network. Improved sight lines to businesses increasing potential customer attraction and sales opportunity. . Visual . Church Street Eat Street - The removal of traffic from this section Slight Likely Increased business exposure Maintenance Slight . amenity of Church Street would result in considerable urban design positive Improved streetscape amenity making the and Review positive environment attractive, increasing length of stay improvements, providing additional space for street trees, al fresco dining and pedestrian priority movement. This would for visitors and potential customers . Comfortable and visually enticing to customers, Parramatta greatly improve the outdoor environment for businesses that rely potentially increasing passing trade CBD on outdoor dining, increasing potential for increased passing . trade and repeat customers Improved sight lines to businesses increasing potential customer attraction and sales . Macquarie Street shared zone - trees would be reinstated, opportunity. creating an attractive and comfortable (shaded) public domain, strengthening Parramatta’s Green Grid network. . Rosehill and Visual . The new stabling and maintenance facility would be visible from Slight Likely Increased business exposure Maintenance Slight Camellia amenity the racecourse grandstand. Although the sight of this would be positive and Review positive

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Local business Impact Proposed change or location of businesses potentially most impacted Significance Likelihood Potential business impact Management Residual precinct of impact measure impact

consistent with the surrounding industrial landscape. As such, . Improved streetscape amenity making the there would be no change in the visual amenity of the racecourse environment attractive, increasing length of stay . The removal of vegetation and intensification of the rail corridor for visitors and potential customers . around Camellia would be somewhat balanced by the quality of Comfortable and visually enticing to customers, the new stop architecture. As such, there would be no perceived potentially increasing passing trade . change in the amenity. However it would be an improvement to Improved sight lines to businesses increasing that during construction potential customer attraction and sales opportunity. . The loss of trees during construction around Rydalmere Stop would be replaced with new planting and improved public realm treatments upon operation. Overall, the project would create a minor improvement to the amenity around the stop . Visual . The loss of trees during construction around Dundas Stop would Slight Likely Increased business exposure Maintenance Slight . amenity be replaced with new planting and improved public realm positive Improved streetscape amenity making the and Review positive environment attractive, increasing length of stay for treatments. The existing heritage station building would be retained so that the heritage character of the precinct would be visitors and potential customers . retained. Overall, there would be an improvement in the amenity Comfortable and visually enticing to customers, around the stop potentially increasing passing trade . Improved sight lines to businesses increasing . Upon completion there would be minimal to no real change to Carlingford potential customer attraction and sales the amenity around Telopea Stop. However it would be an opportunity. improvement to that during construction . The loss of trees during construction around Carlingford Station would be replaced with new planting and improved public realm treatments upon operation. Overall, the project would create a minor improvement to the amenity around Carlingford Stop.

Source: Technical Paper 12 – Landscape and Visual Impact Assessment

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6.3 Noise and vibration Businesses can be sensitive to noise if it exceeds comfortable levels or continues for extended periods of time. This exceedance of comfortable noise levels can affect employee health and wellbeing, employee productivity, ability to communicate and interact and work place ambience. The proposed services would provide a light rail service through urban environments where previously motor vehicle and heavy rail traffic was present. The project would also increase the frequency of passenger services on the Carlingford line, operating at increased rail speeds compared to the existing passenger train service. Whilst the project is expected to have lower noise generating vehicles than the trains currently operating, the higher frequency of trains may cause noise and vibration issues. Noise impacts as a result of the operation of the project do have the capacity to alter the amenity of the urban environment and impact on business revenue. This alteration may impact businesses, potentially adversely affecting: . Employee health and wellbeing . Employee productivity and concentration capacity . The ability to communicate and interact with employees, clients and customers . Work place ambience . Amenity and customer experience. Despite not being specifically identified as sensitive receivers, there are some uses that are more dependent on pleasant urban environments to conduct business (such as cafes, restaurants). There is potential that any of these additional noise sensitive businesses in the immediate vicinity of the stops or rail line may experience a slight decline in amenity. These impacts would however need to be considered in light of the positive impacts that the rail service provides, including increased passing trade. Technical Paper 13 – Noise and Vibration Impact Assessment assessed the predicted rail noise levels of the project upon operation. The findings of the assessment identified that predicted noise levels may increase in some areas of the study area. However in the majority of areas, the impacts are expected to be minimal upon operation of the Parramatta Light Rail. Specific mitigations measures to address the noise level exceedances at commercial sensitive receivers can be found in Technical Paper 13 – Noise and Vibration Impact Assessment. An assessment of the noise impacts on businesses is provided in Table 40.

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Table 40: Assessment of noise and vibration impacts upon businesses (operation) Local business Impact Location of businesses potentially most impacted Significance of Likelihood Potential effect on businesses Management Residual precinct impact measure impact

. Rail Noise management levels would be exceeded within Slight Likely Reduction in work place ambience Maintenance Slight . operational four commercial receivers along the alignment. These negative Reduction in productivity and concentration and Review negative noise include: capacity . Difficulty communicating and interacting with . Two educational buildings at Western Sydney employees, students, patients and customers for University Westmead daily operation . One medical building and one residential building . Affect businesses dependent on work place on Hawkesbury Road ambience to operate. . Westmead Church on Hawkesbury Road and Hainsworth Street . Three medical buildings at The Children’s Hospital. . Rail Noise management levels would be exceeded within Slight Likely Reduction in work place ambience and customer Maintenance Slight operational 10 commercial receivers along the alignment. These negative experience at cafes and restaurants and Review negative . noise include: Reduction in productivity and concentration capacity . Eight medical buildings at Cumberland Hospital . Reduction in customers, sales and repeat East North customers . One childcare and one café on Factory Street and Parramatta . Impact on amenity and customer experience Church Street. . Difficulty communicating and interacting with employees, students, patients and customers for daily operation . Affect businesses dependent on work place ambience to operate.

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Local business Impact Location of businesses potentially most impacted Significance of Likelihood Potential effect on businesses Management Residual precinct impact measure impact

. Rail Noise management levels would be exceeded within Slight Likely Reduction in work place ambience and customer Maintenance Slight operational 25 commercial receivers along the alignment. These negative experience at cafes and restaurants and Review negative . noise include: Reduction in productivity and concentration capacity . The Riverside Theatre . Reduction in customers, sales and repeat . 10 café/restaurant receivers directly adjacent the customers alignment . Impact on amenity and customer experience . University of New England Campus on Church Parramatta . Difficulty communicating and interacting with Street, together with Arthur Phillip High School, CBD employees, students and customers for daily University of Western Sydney, and Rowland operation Hassall School on Macquarie Street . Affect businesses dependent on work place . St. John’s Anglican Cathedral Church on Church ambience to operate. Street, Leigh Memorial Church on Macquarie Street and Church of St. John the Baptist on George Street . Parramatta Town Hall building on Macquarie Street. . Rail Noise management levels would be exceeded within Slight Likely Difficulty communicating and interacting with Maintenance Slight operational four commercial receivers along the alignment. These negative employees, students, children and customers for and Review negative noise include: daily operation Rosehill and . Affect businesses dependent on work place . One childcare building, one library building and Camelia ambience to operate. two educational buildings on the Western Sydney University.

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6.4 Increased urban renewal and development capacity The implementation and operation of the project is likely to be a catalyst for increased retail investment in local business precincts, due to improved customer access. The opportunity for urban renewal along the alignment exists with higher density living and employment opportunities proposed being an integrated outcome. For example, the project has the potential to increase the likelihood and intensification of urban renewal within the 321ha Camellia Precinct and the 30ha Parramatta North Transformation Program area. North Parramatta North Transformation Program area alone has the potential to provide 2,700 new dwellings, 20,000sqm of commercial and 4,000sqm of retail floorspace. As such, operation of the project is likely to enhance opportunities for redevelopment within the local business precincts and the subsequent opportunity for businesses to leverage off a growing resident and worker population base. An assessment of the impacts from urban renewal and increased development opportunity on businesses is provided in Table 41.

Table 41: Assessment of urban renewal and increased development opportunities Local business Impact Significance of impact Potential effect on businesses precincts effected

All local Urban renewal Moderate positive . Increase in potential business and resident population leading to business and development potential increase in sales and business revenue precincts opportunity . Increased competition for some businesses . Improvements to streetscape amenity and public realm as a result of new development . Cumulative construction activity effects if development occurs consecutively with the project . Cumulative impact on parking demand if new development don’t provide enough and potential reduced customer and employee access . Potential to further accelerate and support the Camellia Master Plan and Parramatta North urban renewal area . Potential increased commercial rents with capacity to push some businesses out.

6.5 Increased land values and property rent Research undertaken in Chapter 3 indicates that the development of light rail can have a positive effect on land values, which is generally limited to a 400 metre radius around project elements such as stops. Increased land

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values can accelerate the intensification of revitalisation, increasing the attractiveness of the area to additional businesses, residents and visitors. This attractiveness can increase competition and demand for space with a corresponding rise in rents. Whilst rent rises are costs to tenants this is in response to increased patronage resulting from more workers, residents and visitors in the immediate catchment.

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7 POTENTIAL MITIGATION MEASURES

To mitigate the impacts to local businesses and operations during construction and operation of the project, a range of mitigation measures have been identified and are set out in relevant technical reports associated with the EIS. Specific business impact mitigation measures during construction and operation are recommended based on the assessment of impacts of construction on local businesses within the local business precincts. These measures are outlined in Table 42.

Table 42: Local business specific mitigation measures Mitigation code Mitigation description

A Business Management Plan should be prepared and implemented to minimise impact on businesses adjacent to major construction sites during construction of the project. The Plan must be prepared before construction and must include but not necessarily be limited to: . Provide dedicated Place Managers for each local business precinct that would be available during the lead up to construction and during construction to hear concerns or answer questions from the community and businesses. They will provide a single point of contact for those wanting to find out more about the project, including impacts of construction and how to minimise them . Place Managers would work with businesses to understand their needs and work with the construction teams on the best way to address any negative impacts on amenity, vehicular and pedestrian access during business hours and visibility of the business including appropriate signage. The managers would also liaison with businesses and landowners establishing existing servicing and delivery requirements across the study area with the aim of maintaining access for activities such as deliveries Business . Preparation of a Business Consultation and Activation Plan to develop strategies to minimise impacts on businesses Management during construction and as a result of operations. This plan will include details on how Sydney Co-ordination Office, Local Plan Business Chambers and business representatives will contribute to development and implementation of strategies (Construction) . Business Management Strategies for each construction site (and/or activity), identifying affected businesses and associated management strategies, including the employment of place managers and specific measures to be put in place to assist small business owners adversely impacted by the construction of the project . Outlines how to enforce obligations through construction contracts to provide respite for businesses through quiet-work or no-work periods during lunch-time, as examples . A Small Business Owners’ Support Program to provide assistance to small business owners adversely impacted by construction of the project. The Program must have appropriate specialist representative and must report to Transport for NSW . A monitoring program to assess the effectiveness of the measures including the nomination of performance parameters and criteria against which effectiveness of the measures will be measured . Develop a Business Activation team which liaises with a number of agencies such as the City of Parramatta, to work with businesses to improve resilience during construction and to changes during operations. The team will also consider bringing together business forums to address specific issues of interest for businesses.

Parking A Parking Management Plan should be developed that implements a range of parking measures including parking permits and Management priority schemes as well as more efficient parking arrangements in consultation with key stakeholders and affected businesses. Plan The Plan should also include but not necessarily be limited to: (Construction

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Mitigation code Mitigation description

& . Providing priority on streets immediately adjacent to the proposal corridor where commercial land uses are present for loading and short term parking. For example, allocation of the first 50 metres of kerbside capacity on side streets directly Operation) off the corridor for locations where commercial land uses are present for loading and short term parking . The extension of parking permit schemes, particularly in predominately residential precincts surrounding the proposal corridor. These would be designed to afford priority to local residents and businesses to park in the vicinity of their home or business with an allowance for short term parking for visitors and for vehicle access to commercial land uses and other short stay trip generators . Minimise disturbances to the availability of customer and employee car parking spaces, business loading docks and servicing areas . Minimise disturbances to the effective operation and reliability of existing transport services such as buses . Minimise disturbances to taxi stands, bus layovers, bus stops and footpaths and provide suitable alternatives where required . Adjusting parking configuration to increase capacity, where possible. Prepare a Construction Environmental Management Plan that seeks to: . Minimise the level of disturbance created as a result of construction related vehicle movements (particularly during peak periods) to the road, pedestrian and cycle network within, and influenced by, the study area . Minimise disturbances to pedestrian access ways and bicycle paths. Where changes are made to existing travel routes, Construction suitable signage for alternative options should be provided and maintained during the period of works Environmental . Clearly demarcates construction sites and public safety zones particularly when using equipment that may induce Management vibration or other negative effects Plan . Implement clear signage that highlights that businesses are open and still accessible during the construction phase (Construction) . Minimises the use of (and where required carefully locates) hoardings, construction fencing or other barriers that may hinder the visibility of business frontages . Incorporates an Air Quality Management Plan that provides a Dust Control Program which minimises dust emissions and their transition to sensitive receivers as a result of works such as building demolition, spoil removal, storage or transportation . Screens construction sites to minimise their negative visual impact to localities and the emission of dust and noise. Access Plan that: . Undertakes regular improvements to landscaping and the public realm to enhance access to and around the project Access Plan alignment and stops (Operation) . Improvements to signage and information regarding frequency of service . Stop design, access to stops and rolling stock to be fully accessible and wheel chair compliant. Stop designs to incorporate tactile tiling and signage for sensory impaired persons . Provides new drop off and pick up points for taxis, suitable.

Maintenance . The regular maintenance of infrastructure and equipment within the light rail corridor to ensure air and ground borne and Review noise levels and disturbances (as a result of train movements and related equipment usage) are kept to a minimum. . (Operation) Controlled use of public announcement system and bells to minimise noise disturbance . Provide and maintain high quality landscaping and urban realm improvements. Ongoing review . The ongoing review and revision of measures implemented by the proposal to ensure they effectively minimise negative and revision of impacts to the operation and function of businesses through all reasonable mitigation, management and maintenance measures measures. (Operation)

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APPENDIX A: REVIEW OF PREVIOUS LOCAL BUSINESS IMPACT STUDIES

The following is an assessment of previous local business impact studies from other major infrastructure projects in Sydney as well as nationally and globally. A core element to this appendix will be to identify any lessons learned from previous studies, major issues and successful mitigation strategies across major infrastructure projects in NSW.

A.1 The Sydney CBD and South East Light Rail The Sydney CBD and South East Light Rail is currently under construction and when operational will extend from Circular Quay through George St, Surry Hills, Moore Park and Randwick. From this point it will branch out along two separate lines to Kingsford and Randwick Junction. The CBD and South East Light Rail project received planning approval in June 2014 with early works commencing in August 2014. Transport for NSW as part of the approval has committed to giving businesses and the public significant advance notice of major works in the study area.

A.1.1 The economic impact assessment

An economic impact assessment was commissioned in 2013 to inform the environmental impact statement of the CBD and South East Light Rail project. The assessment provided a profile of the geographic localities and businesses that would be likely to be affected by the proposed CBD and South East Light Rail project. It assessed potential economic and business impacts during construction and operation. Further, the economic impact assessment identified measures to mitigate potential negative economic impacts to businesses whilst enhancing the benefits of the project. Impacts to businesses The economic impact assessment was built on an evidence base that includes a snapshot survey of 100 businesses located along the proposed CBD and South East Light Rail route. The survey recorded that 43% of businesses surveyed were either supportive or very supportive of the project. A further 38% were undecided or unsure as shown in Figure 21 below.

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Figure 21: Snapshot survey of support for the CBD and South East Light Rail Project

HillPDA 2013

Overall, 90% of businesses considered the construction phase of the project would have a negative impact on their business whilst 93% anticipated that once operational, the project would have a positive impact to their turnover and viability. Based on the snapshot business survey results, stakeholder engagement, a review of the study area and associated research, a summary of potential impacts were scoped and these are listed in the Table below.

Table 43: Summary of potential impacts to businesses during construction and operation Potential negative impacts Potential positive impacts

Construction . Servicing and deliveries . Passing trade . On street parking . Trade increase

. Noise, vibration and dust . Demand for services . Customer access / passing trade . Stimulation of redevelopment . Traffic congestion and travel times opportunities . Vehicle operating costs . Loss of power and utilities . Staff access, recruitment and retention . Visual amenity . Business turnover / viability Operation . Commercial rent for tenants . Enhanced access for customers . On street parking . Increased capacity and

. Changed behaviour during Development opportunities construction . Commercial rent for landlords . Perceived fear of crossing tracks . Congestion, deliveries and . Delivery and servicing constraints servicing . Customer access and parking . Land values . Noise, vibration and dust . Staff access, recruitment and retention . Business turnover / viability . Visual amenity

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A.1.2 Proposed mitigation measures and commitments

The CBD and South East Light Rail economic impact assessment recommended three key plans to address the potential economic and business impacts of the project: 1. The preparation and commitment to a construction environmental management plan. Such a plan would be a comprehensive document setting out the means to minimise the level of disturbance created as a result of the construction process to businesses, pedestrians, visitors and workers across the study area 2. The preparation and commitment to an access management plan. Such a plan would be prepared in liaison with businesses and landowners to understand their servicing and delivery requirements. The Plan would then identify and implement means of maintaining (and where possible enhancing) access to businesses for deliveries and servicing during both the construction and operational phases of the project 3. The preparation and commitment to a business landowner and an engagement management plan. The engagement management plan would support the preparation and effective implementation of the access management plan. It would also identify and implement means by which to keep businesses informed of the project's progress and methods to proactively support businesses through the construction phase.

A.1.3 Current mitigation measures in place

HillPDA have conducted enquiries with Transport for NSW to understand the current mitigation measures that have been implemented since receiving official approval to commence the CBD and South East Light Rail project. Two ongoing initiatives have been identified: 1. Business forums: Transport for NSW has established business forums in precincts across the CBD and South East Light Rail route. The forums are broken up into three local business precincts (CBD, Surry Hills/ Moore Park and Randwick/Kingsford/Kensington). These business forums provide opportunities for information sharing, raising questions and discussion of the project's potential impacts, including the ways businesses can best prepare for the construction phase 2. The Sydney Light Rail (SLR) Business Reference Group: was established as a consultative group to make recommendations regarding initiatives that would support businesses along the light rail route during the construction period. One initiative was to discuss the

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opportunity to waiver outdoor dining licences and the impact it may have to businesses61 3. Business activation program: The Transport for NSW CBD Coordination Office is supporting businesses through its Light Rail Activation Program, working with retailers along the light rail route.

A.2 Wyong Pacific Highway Upgrade Business Impact Assessment NSW Roads and Maritime Services, commissioned a local business impact assessment to assess the impacts of the proposed upgrade of the Pacific Highway through Wyong town centre from a two lane to a four lane road. The proposed widening of the Pacific Highway was to be achieved by removing the existing parking spaces along the highway. An assessment was undertaken of the implications that could arise during the construction and operation of the proposed upgrade.

A.2.1 Assessed impacts

The local business impact assessment identified a number of potential business impacts as a consequence of the project. One such impact related to the loss of convenience. Albeit relatively minor, there would be a loss of convenience to customers and thereby a potential impact to businesses, as a result of denied right hand turns from the Highway into Alison Road. Further, there would be no adverse impacts from the displacement of the two businesses fronting the Pacific Highway on the east side given that these businesses would be compensated and the existing businesses did not have any nexus relationship with them. It was also estimated that some loss of trade was expected during the construction period, particularly for those shops fronting the highway. Loss in trade is generally attributable to inconvenience, loss of parking spaces and reduced amenity due to noise, dust, etc.

A.3 Campbelltown Road Upgrade – Business Impact Assessment The RMS commissioned a local business impact assessment in relation to the proposed widening of Campbelltown Road from Camden Valley Way to Brooks Road through Bardia and Denham Court. The project proposed road safety measures to accommodate the forecast increase in traffic

61 Transport for NSW, Sydney Light Rail Business Reference Group, Minutes Meeting 01 (Dec-2014)

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which is expected over the next decade as a result of development of the South West Growth Centre.

A.3.1 Assessed impacts

The Study found that only two businesses were likely to experience potential adverse impacts - the BP Service Station which relied on passing vehicles and providing convenience to its customers, together with M&A Landscapes Pty Ltd which benefitted from vehicles and main road visibility. The likely impacts to other businesses in the area were identified as likely to be minor, since they did not rely on exposure to the main road to any great extent.

A.3.2 Mitigation measures

The following measures have either been implemented or were recommended to minimise the potential impacts to businesses in the locality as a consequence of the project: 1. The incorporation of a roundabout at Denham Court Road intersection which would enable southbound traffic to U-turn; 2. The inclusion of a right turning lane into Blomfield Road for motorists travelling northbound 3. Retention of left in / left out access for existing properties along Campbelltown Road 4. A construction management plan to be implemented that minimised disruption to the road network and to businesses in the locality 5. The inclusion of temporary signage during the construction phase to inform southbound traffic of alternative access routes to the businesses located on the other side of the road.

A.4 The Crossrail – UK London Crossrail is a 118km city / suburban rail line that is currently under construction in London and surrounding suburbs. Crossrail is one of the most significant infrastructure projects ever undertaken in the United Kingdom, with a project value of $15.9 billion. The project aims to ease congestion, improve travel times across London and offer better connections between where people live and work. On completion Crossrail will deliver a high frequency, high capacity service to 40 stations linking the commuter belt suburbs east of London to that west of London. Similar to Sydney Metro, the centrepiece of Crossrail are twin-bore tunnels extending 21kms under central London.

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An assessment of the Crossrail project has identified significant benefits to commuters and the wider economy once the project becomes fully operation by late 2018. However, during the construction a number of direct and indirect impacts to businesses and commuters were identified.

A.4.1 Mitigation strategies

The project team for Crossrail have implemented carefully considered management strategies to minimise disruption to local residents and businesses. These strategies included: . The Crossrail Act 2008 which gave power to build the railway. It also established the formal standards that the construction phase must abide by under an Environmental Minimum Requirements and the Construction Code . Pre-project workshops with local councils, local organisations, residents and businesses to help plan the construction work and minimise direct and indirect impacts to stakeholders . The engagement of community relations representatives for each construction site to distribute information about the work and provide a first contact for local communities. The local community (including businesses) were given the opportunity to sign up to receive this information electronically in order to keep them well informed about construction work . The establishment of a helpdesk , which is available 24 hours a day to provide answers to questions and act on complaints from members of the public. The helpdesk staff work alongside contractors to promptly resolve any problems that might occur.

A.5 Purple Line –Washington DC and Suburbs, USA The Purple Line is a proposed 16-mile (26km) east-west light rail line extending from Bethesda in Montgomery County to New Carrollton in Prince George's County. Similar to Sydney Metro, the Purple Line will provide a direct connection to a number of existing railway stations in addition to 21 planned new stations and local bus services. The Department of Transportation, Maryland Transit Administration (MTA) is leading this project along with several other stakeholders including local municipalities. On completion, the project will provide relief to the growing congestion on Washington Roads including the I-495 Beltway, by providing alternative transport with direct links to the city from the suburbs in

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Maryland. Pre-construction works have commenced and it is anticipated that the construction phase will span over five years.

A.5.1 Mitigation strategies

Prior to the commencement of the Purple Line project, the MTA successfully implemented an ‘Open for Business’ campaign. The campaign was tendered to inform owners, proprietors and managers of businesses directly along the Purple Line alignment to help maintain strong business vitality during construction. The campaign implemented various strategies including: . Open for Business Packets: The MTA offered information packs which included:

o General information about the Purple Line and potential economic benefits

o Strategies in place to assist local businesses affected by the construction stage of the project

o Resources and contact information. . Community liaisons officers allocated at specific precincts of the rail corridor provided a first point of contact for businesses that had issues, questions or concerns regarding the project . Encouraging businesses to take advantage of training and development programs that are available through the Maryland Small Business Development Centre. This allows business owners and staff to be proactive and pursue business development training while construction may limit current activities.

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APPENDIX B: BUSINESS SURVEYS

In order to identify potential impacts associated with the project, a snapshot survey of 131 businesses located along the proposed route was undertaken. These surveys were undertaken from Monday 6 March 2017 to Wednesday 8 March 2017. The following Appendix provides an overview of the core themes and responses to the business surveys. The implications of the findings and how they relate to the project have been discussed in Chapter 4, 5 and 6.

C.1.1 Surveys by precinct As stated a total of 131 surveys were undertaken by HillPDA and Transport for NSW representatives. However, the number of surveys collected in each precinct varied depending on the precinct’s size and number of businesses present. The number of surveys collected within each precinct can be seen the figure below.

Figure 22: Number of surveys by precinct 50 45 40 44 35 30 25 29 27 20 15 16 10 15 5 0 Westmead North Parramatta Rosehill & Carlingford Parramatta CBD Camellia

C.1.2 Business types Of the 131 business surveyed 35 or 27% were classified as speciality food or hotel premises62 while 31 or 24% were general retail stores. The third largest business type surveyed was commercial services with 22 or 17% of business surveyed being categorised as such.

62 This includes fast food, pubs and clubs

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A more detailed breakdown of the respondents by business type can be seen in the figure below. Figure 23: Respondents by business type 30%

25% 27% 20% 24%

15% 17% 10% 10% 5% 5% 3% 6% 1% 6% 2% 0%

C.1.3 How long have you been located at this address Of the 131 businesses surveyed 128 or 98% responded to this question. Of these respondents, 58% stated that they had been located at the same address for over five years, with some businesses stating they had been located there for over 20 years. A further 23% of businesses stated they had been located there for around two to five years while 10% stated one to two years. The remaining 9% stated that they had been located there for less than one year.

C.1.4 Do you intend to move? Of the 131 businesses surveyed 129 or 98% responded to this question. Of these respondents, 87% stated that they did not intend to move while 12% stated they did intend to move and 1% were unsure of their intent to relocate.

When will you move?

Of the respondents that intended to move, 50% stated they would move in the next two years, 14% stated within the next five years while the remaining were unsure or had no set date to move.

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Where are you relocating to?

Of the respondents that stated they were relocating, 81% stated where they were likely to relocate too. The majority of respondents (54%) intended to relocate within the same suburb or precinct while one respondent intended to move to Western Sydney. The remaining respondents were unsure of or did not disclose where they were relocating to.

C.1.5 Employment generation Of the 131 businesses surveyed 119 or 91% responded to this question. These respondents generated a total of 1,357 full time and part time jobs. Of this total employment generation, 838 jobs or 62% were full time jobs while 519 jobs or 38% were part time jobs. The top three business types by employment generation were as follows: 1. Speciality food/hotel generating 432 jobs or 31% of total employment; 2. Commercial services generating 207 jobs or 15% of total employment; and 3. Industrial generating 175 jobs or 13% of total employment. Figure 24: Employment by business type 100% 10% 90% 25% 58% 40% 52% 61% 38% 50% 25% 29% 80% 90% 70% 75% 75% 60% 71% 50% 60% 62% 40% 48% 50% 42% 30% 39% 20% 10% 0%

Part time Full time

C.1.6 What are your main trading days? 36% of respondents stated that their main trading days were either Monday to Saturday or seven days a week respectively.

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A further 22% stated that Monday to Friday were there main trading days while the remaining 5% stated “other” as their main trading days. Main trading days identified in the “other”” category were: . Tuesday to Saturday; . Thursday to Saturday; and . Monday and Wednesday to Sunday. The above highlights that Monday through to Saturday were the main trading days for businesses within the study area.

C.1.7 General operating trading or opening days For businesses that identified their main trading days, they were further asked to identity their general trading or opening/closing times for weekdays, Saturdays, Sundays or Mondays to Sundays. Response rates and identified operating hours varied significantly across each precinct and for each business category. However, generally the highest response was opening between 7:00am to 9:30am and closing between 4:00pm and 6:30pm. The wide range of operating hours across the study area highlights the 24 hour nature of business activity within the study area. However, as identified previously there is reduced business activity on Sunday, as fewer businesses are open.

Table 44: General operating times

Weekdays Saturday Sunday Monday to Sunday Opening times Before 5am 1% 0% 0% 0% 5:00am to 6:30am 17% 9% 8% 14% 7:00am to 9:30am 69% 72% 42% 57% 10am to 12:00pm 13% 19% 50% 29% Closing times 12pm to 3:30pm 7% 36% 33% 21% 4:00pm to 6:30pm 57% 40% 38% 14% 7:00pm to 9:30pm 30% 17% 25% 29% 10:00pm to midnight 4% 8% 4% 36%

C.1.8 Who are your primary customers? Of the 131 businesses surveyed 129 or 98% responded to this question. It must be noted that multiple responses were recorded for this question.

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Of the respondents, 78% stated that persons working and living locally was the primary source for their customers, 31% stated passing traffic while 6% stated visitors to the area was the primary source for their customers. 18% of businesses stated “other” as the source of their customers. Responses in this category included online trade, developers and builders, all over Sydney, outside the area, business to business and specialist business.

Figure 25: Who are your primary customers 80% 70% 78% 60% 50% 40% 30% 31% 20% 18% 10% 6% 0% Persons Passing trade Visitors/tourism Other working/living from the street local

C.1.9 Do you have off street parking? Of the 131 businesses surveyed 129 or 98% responded to this question. Of the respondents there was an even split (50/50) between businesses having or not having access to off street parking. Regarding businesses with access to off street parking spaces, 71% stated they had ten or less parking spaces, 5% had 11 to 19 parking spaces while the remaining 17% had access up to 40 parking spaces. Some businesses (8%) were unsure how many spaces they had access to. For businesses with ten or less spaces available 76% of businesses stated they were for staff only, 13% were for staff and customers while 11% stated the spaces were for just for customers. Businesses that had access over ten parking spaces stated that they were available for staff and customers.

Ref: C17020 DRAFT HillPDA Page 136 | 142 Parramatta Light Rail Business Impact Assessment

C.1.10 Do you get deliveries? Of the 131 businesses surveyed 129 or 98% responded to this question. Of the respondents, 90% stated that they did get deliveries while 10% did not. Regarding what times and day’s businesses received deliveries, the most common response was any day during the working week (that is, Monday to Friday) between 5:00am and 4:00pm. Commercial businesses received or sent parcels via couriers also any day during the work week between general working times (8am to 6pm).

C.1.11 How much trade does your business get from passing trade? Of the 131 businesses surveyed 129 or 98% responded to this question. Of the respondents, 41% stated less than 20% of their trade was derived from passing trade while 15% stated 20 to 40% of their trade was sourced from passing trade. 33% of businesses stated that 50% and over of their trade was sourced from passing trade. Highlighting that maintaining of clear line of sights and accessibility was important for these businesses maintaining their turnover levels.

Figure 26: Trade sourced from passing trade 45% 40% 41% 35% 30% 25% 20% 15% 15% 10% 15% 10% 11% 5% 7% 0% <20% 20 to 40% 50% 50 to 75% >75% Not Sure

Ref: C17020 DRAFT HillPDA Page 137 | 142 Parramatta Light Rail Business Impact Assessment

C.1.12 Possible business impacts during the construction phase? Businesses surveyed where asked to indicate how they perceive certain aspects of their businesses or project elements would affect or be affected during the construction phase of the project. Of the 131 businesses surveyed 124 or 95% responded to this question. The majority of businesses perceived the following elements of their business to be impacted in a neutral way during the construction phase: . Business turnover . Customer parking . Business visibility . Employee access . Passing trade . Employee parking . Customer access . Vehicle access The next most frequent response for the above business elements was that they would be impacted in a negative way during the construction phase. The majority of businesses perceived the following elements would impact their business in a negative way: . Disturbance or disruption - noise . Disturbance or disruption - vibration . Disturbance or disruption – dust The next most frequent response for the above project elements was that they would have a neutral impact upon the business during construction.

Table 45: Perceived impacts during construction

Significantly Positive Neutral Negative Significantly Not sure Positive negative Business turnover 0% 18% 40% 29% 7% 6% Business visibility 0% 12% 45% 28% 10% 5% Passing trade 0% 15% 45% 31% 6% 3% Customer access 0% 15% 40% 33% 6% 7% Customer parking 0% 5% 51% 31% 7% 6% Employee access 0% 10% 59% 24% 3% 5% Employee parking 0% 6% 68% 17% 6% 4% Disturbance or disruption - noise 0% 2% 23% 56% 14% 5% Disturbance or disruption - vibration 0% 2% 28% 53% 11% 6% Disturbance or disruption - dust 0% 2% 27% 53% 13% 5% Vehicle access 0% 2% 48% 36% 8% 7%

Ref: C17020 DRAFT HillPDA Page 138 | 142 Parramatta Light Rail Business Impact Assessment

C.1.13 Upon operation what possible impacts could the project bring to your business? Businesses surveyed where asked to indicate how they perceive certain aspects of their businesses or project elements would affect or be affected during the operation phase of the PLR project. Of the 131 businesses surveyed 106 or 81% responded to this question. Upon operation of the PLR, the majority of businesses perceived the following elements of their business to be impacted in a positive way: . Business turnover . Passing trade . Business visibility . Customer access The next most frequent response for the above business elements was that they would be impacted in a neutral way upon operation. The majority of businesses perceived the following elements would impact their business in a negative way: . Customer access . Disturbance or disruption - . Customer parking vibration . Employee access . Disturbance or disruption - dust . Employee parking . Vehicle access . Disturbance or disruption - noise

Table 46: Perceived impacts upon operation

Significantly Positive Neutral Negative Significantly Not Positive negative sure Business turnover 4% 53% 32% 4% 1% 7% Business visibility 2% 54% 31% 4% 2% 8% Passing trade 4% 46% 35% 5% 2% 9% Customer access 3% 45% 34% 5% 2% 11% Customer parking 1% 25% 45% 12% 4% 13% Employee access 1% 27% 59% 3% 1% 8% Employee parking 1% 16% 66% 7% 3% 8% Disturbance or disruption - noise 1% 21% 60% 9% 1% 8% Disturbance or disruption - vibration 1% 20% 60% 10% 1% 8% Disturbance or disruption - dust 1% 20% 58% 11% 2% 8% Vehicle access 1% 14% 67% 7% 1% 11%

C.1.14 Practices to minimise impact and enhance project positives Businesses surveyed where asked if there was anything that could be implemented to minimise any potential negative impacts and enhance

Ref: C17020 DRAFT HillPDA Page 139 | 142 Parramatta Light Rail Business Impact Assessment

any positives during the construction phase. Some of the responses were as follows: . Provide frequent updates and ensure clear and good communication with businesses; . Increase parking during and after construction; . Maintain employee and customer access; . Maintain access for delivers, freight and couriers; . Maintain access to emergency vehicles; . Conduct construction outside of business hours; . Minimise noise and dust; and . Provide clear and abundant signage.

C.1.15 Do you have any other feedback or comments you would like to provide? Businesses surveyed where asked if they had any further comments. Some of the responses are as follows: . “This is a positive thing for the area”; . “More public transport is good”; . “No change is wished for the area, maintain Dundas as it is”; . “The project is great for the area”; . “Going to be worth it” . “This could be really bad for business, looking at moving to Westfield (Parramatta)”; . “Provide more information! Need to have better communication lines, especially for business owner”; . “A good project for the local community” . “Maintain constant information updates to the business”; and . “Maintain communication during the construction phase”.

Ref: C17020 DRAFT HillPDA Page 140 | 142 Parramatta Light Rail Business Impact Assessment

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This valuation is prepared on the assumption that the lender or addressee as referred to in this valuation report (and no other) may rely on the valuation for mortgage finance purposes and the lender has complied with its own lending guidelines as well as prudent finance industry lending practices, and has considered all prudent aspects of credit risk for any potential borrower, including the borrower’s ability to service and repay any mortgage loan. Further, the valuation is prepared on the assumption that the lender is providing mortgage financing at a conservative and prudent loan to value ratio.

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Ref: C17020 DRAFT HillPDA Page 141 | 142 Parramatta Light Rail Business Impact Assessment

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Ref: C17020 DRAFT HillPDA Page 142 | 142