Parramatta Light Rail (Stage 1) Westmead to Carlingford via Parramatta CBD and Camellia Environmental Impact Statement
Volume 7 –Technical Papers 14 to 15
August 2017
Technical Paper 14 Business Impact Assessment
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 ...... 94 5.8 Demand for goods and services from construction activities and workers ...... 95 6 Assessment of Operational Impacts...... 97 6.1 Access and connectivity ...... 97
6.2 Visual amenity ...... 114
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6.3 Noise and vibration ...... 117 6.4 Increased urban renewal and development capacity ...... 120 6.5 Increased land values and property rent ...... 120 7 Potential Mitigation Measures ...... 122 Appendix A: Review of Previous Local Business Impact Studies ...... 124 A.1 The Sydney CBD and South East Light Rail ...... 124
A.2 Wyong Pacific Highway Upgrade Business Impact Assessment ...... 127 A.3 Campbelltown Road Upgrade – Business Impact Assessment ...... 127 A.4 The Crossrail – UK London ...... 128 A.5 Purple Line –Washington DC and Suburbs, USA ...... 129 Appendix B: Business Surveys ...... 131
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...... 93
Table 33: Summary of effects of utility service interruptions ...... 95
Table 34: Summary of effects of goods and services generated from construction ...... 96
Table 35: Rail service frequency impacts assessment (operation) ...... 99
Table 36: Assessment of active transport links (operation) ...... 102
Table 37: Assessment of public transport alterations (operation) ...... 106
Table 38: Assessment of local traffic network alterations on businesses (operation) ...... 111
Table 39: Visual impacts summary table (operation) ...... 115
Table 40: Assessment of noise and vibration impacts upon businesses (operation) ...... 118
Table 41: Assessment of urban renewal and increased development opportunities ...... 120
Table 42: Local business specific mitigation measures ...... 122
Table 43: Summary of potential impacts to businesses during construction and operation ...... 125
Table 44: General operating times ...... 134
Table 45: Perceived impacts during construction...... 137
Table 46: Perceived impacts upon operation ...... 138 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 ...... 101 Figure 21: Snapshot survey of support for the CBD and South East Light RailProject...... 125 Figure 22: Number of surveys by precinct ...... 131 Figure 23: Respondents by business type ...... 132 Figure 24: Employment by business type ...... 133 Figure 25: Who are your primary customers ...... 135 Figure 26: Trade sourced from passing trade...... 136
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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 Strathfield 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 impacts of light rail systems are restricted to regions that are rapidly growing and neighbourhoods with the 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.
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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 | 141 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 | 141 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 | 141 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 | 141 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 Property businesses on the western side of Church Street 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 | 141 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 employee and delivery businesses. delivery costs Plan § 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 | 141 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 | 141 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 | 141 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 | 141 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).
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 around the existing negative business visibility. Management Plan Carlingford pedestrian stations. route Construction Environmental Management Plan
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 | 141 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 | 141 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 implementa- tion 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 num- ber of spaces replaced or displaced. A summary of parking impacts is provided in Table 29.
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
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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 Moderate Almost § Reduced customer and employee Parking Slight § The removal of 36 unrestricted on-street parking spaces is proposed along on-street negative certain access potentially acting as a Management Plan negative Hawkesbury Road. The surrounding network is proposed to absorb these parking deterrent displaced spaces. However, an additional walking distance of 600 metres would § be experienced by future users in the locality Potential changed consumer Business 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 Large Almost § Reduced customer and employee Parking Moderate § The removal of 47 unrestricted on-street parking spaces is proposed along on-street Factory Street. The surrounding network is proposed to absorb these displaced negative certain access potentially acting as a Management Plan negative parking deterrent spaces. However, an additional walking distance of 400 metres would be § 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 Large Almost § Reduced customer and employee Parking Moderate § The removal of 36 one hour (ticketed) parking spaces along Church Street along on-street negative certain access potentially acting as a Management Plan negative project alignment. It is noted that vacancies in the surrounding road network are parking deterrent not expected to be sufficient to accommodate these displaced spaces § 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 Moderate Almost § Reduced customer and employee Parking Slight § The removal of 14 unrestricted parking spaces from Tramway Avenue along on-street negative certain access potentially acting as a Management Plan negative project alignment. It is noted that demand for parking along this road is currently Rosehill and parking high. Employees that could be depend on these spaces for parking might be deterrent Camellia § Potential changed consumer Business impacted 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 § The removal of 51 unrestricted parking spaces from Grand Avenue North along workplace productivity. 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.
Slight Almost § Reduced customer and employee Parking Slight Impact of on- § A reduction in the availability of on-street parking in the surrounding road negative certain access potentially acting as a deterrent Management Plan negative network and closure of the existing railway line could place increased pressure street parking § Potential changed consumer upon the racecourses existing parking capacity. This could lead to increased 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 § commuter car parks. Reduced parking availability 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, exist- ing transportation noise from major roads and railways, and some indus- trial, 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 gen- erally 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 | 141 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 As- acting as a deterrent for customers, passing trade and sessment 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 | 141 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 As- acting as a deterrent for customers, passing trade and sessment 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 | 141 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 As- the area, acting as a deterrent for customers, passing sessment 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 As- (east of James Ruse Drive) and those running along sessment 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.
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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 As- stations. sessment
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 | 141 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 | 141 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 Table32.
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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
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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,
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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
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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 | 141 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 | 141 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 | 141 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 per- manently 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 As- sessment (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 | 141 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 | 141 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 | 141 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 of street trees. This would create an attractive and comfortable environment more comfortable and visually 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 more generous pedestrian boulevard with a continuous avenue environment more comfortable and visually 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 improvements, providing additional space for street trees, al environment attractive, increasing length of stay 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 treatments. The existing heritage station building would be environment attractive, increasing length of stay for 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 Carlingford § Upon completion there would be minimal to no real change to 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 29 25 27 20 15 15 16 10 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.
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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% 15% 10% 10% 11% 5% 7% 0% <20% 20 to 40% 50% 50 to 75% >75% Not Sure
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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%
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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
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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”.
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Technical Paper 15 Social Impact Assessment
Parramatta Light Rail
Social impact assessment
PLR-PAC-ENV-RPT-007 | FINAL 17 August 2017 Social impact assessment
Parramatta Light Rail
Project No: IA125400.2120 Document Title: Social impact assessment Document No.: PLR-PAC-ENV-RPT-007 Revision: FINAL Date: 17 August 2017 Client Name: Transport for NSW Client No: Project Manager: Mark Hather Author: Jillian Ash/ Nicole Sommerville
Jacobs Australia Pty Limited
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PLR-PAC-ENV-RPT-007 Social impact assessment
Contents 1. Introduction ...... 1 1.1 Project background ...... 1 1.2 Project description...... 1 1.3 Purpose of this document ...... 2 1.4 Secretary’s environmental assessment requirements ...... 4 1.5 Structure of this report ...... 4 2. Methodology...... 5 2.1 Study area ...... 5 2.2 Study methodology ...... 5 2.3 Community and stakeholder consultation ...... 7 3. Social policy context...... 8 3.1 Commonwealth Government ...... 8 3.1.1 Disability Discrimination Act 1992 ...... 8 3.1.2 Disability Standards for Accessible Public Transport 2002 ...... 8 3.2 NSW Government ...... 8 3.2.1 A Plan for Growing Sydney ...... 8 3.2.2 NSW Long Term Transport Master Plan ...... 10 3.2.3 Sydney’s Light Rail Future...... 10 3.3 City of Parramatta ...... 10 3.3.1 Parramatta 2038 Community Strategic Plan ...... 10 4. Existing social environment ...... 11 4.1 Regional context ...... 11 4.2 Community profile ...... 11 4.2.1 Population and growth...... 11 4.2.2 Age and cultural diversity ...... 12 4.2.3 Need for assistance, disadvantage and homelessness ...... 13 4.3 Transport and access ...... 14 4.4 Social infrastructure ...... 15 4.4.1 Education facilities ...... 15 4.4.2 Heath facilities...... 15 4.4.3 Sport and recreation...... 16 4.5 Community values...... 16 4.6 Precinct description ...... 18 4.6.1 Westmead precinct ...... 18 4.6.2 Parramatta North precinct ...... 24 4.6.3 Parramatta CBD precinct...... 28 4.6.4 Rosehill and Camellia precinct ...... 35 4.6.5 Carlingford precinct ...... 39 5. Impact assessment ...... 44 5.1 Impacts and benefits at a regional level ...... 44 5.1.1 Equity ...... 44
PLR-PAC-ENV-RPT-007 i Social impact assessment
5.1.2 Property impacts ...... 44 5.1.3 Population and demography ...... 45 5.1.4 Social infrastructure ...... 46 5.1.5 Community values...... 47 5.1.6 Access and connectivity ...... 50 5.2 Impacts by precinct ...... 51 5.2.1 Westmead precinct ...... 51 5.2.2 Parramatta North precinct ...... 57 5.2.3 Parramatta CBD precinct...... 60 5.2.4 Rosehill and Camellia precinct ...... 64 5.2.5 Carlingford precinct ...... 67 6. Environmental mitigation and management measures ...... 70 7. Residual impacts...... 72 7.1 Construction ...... 72 7.2 Operation ...... 72 8. References ...... 73
Appendix A. Evaluation matrix ...... 75 Appendix B. Population and demographic data ...... 77 Appendix C. Evaluation of significance ...... 79
PLR-PAC-ENV-RPT-007 ii Social impact assessment
List of Tables Table 1.1 : Secretary’s environmental assessment requirements – social and economic issues...... 4 Table 3.1 : Urban renewal areas ...... 9 Table 4.1 : Population and growth ...... 12 Table 4.2 : Age and cultural diversity, 2011 ...... 13 Table 4.3 : Westmead precinct – key population and demographic characteristics, 2011 ...... 19 Table 4.4 : Westmead precinct – social infrastructure near the project ...... 20 Table 4.5 : Westmead precinct – local values and features...... 23 Table 4.6 : Parramatta North precinct – key population and demographic characteristics, 2011 ...... 24 Table 4.7 : Parramatta North precinct – social infrastructure near to the project ...... 25 Table 4.8 : Parramatta North precinct – local values and features...... 28 Table 4.9 : Parramatta CBD precinct – key population and demographic characteristics, 2011 ...... 29 Table 4.10 : Parramatta CBD precinct – social infrastructure near the project ...... 30 Table 4.11 : Parramatta CBD precinct – overview of local values and features ...... 34 Table 4.12 : Rosehill and Camellia precinct – key population and demographic characteristics, 2011 ...... 36 Table 4.13 : Rosehill and Camellia precinct – social infrastructure near the project ...... 36 Table 4.14 : Rosehill and Camellia precinct – overview of local values and features ...... 37 Table 4.15 : Carlingford precinct – key population and demographic characteristics, 2011 ...... 39 Table 4.16 : Carlingford precinct – social infrastructure near the project ...... 40 Table 4.17 : Carlingford precinct – overview of local values and features ...... 43 Table 5.1 Construction benefits and impacts – Westmead precinct...... 52 Table 5.2 Operational benefits and impacts – Westmead precinct ...... 55 Table 5.3 Construction benefits and impacts – Parramatta North precinct...... 57 Table 5.4 Operational benefits and impacts – Parramatta North precinct ...... 59 Table 5.5 Construction benefits and impacts – Parramatta CBD precinct ...... 61 Table 5.6 Operational benefits and impacts – Parramatta CBD precinct ...... 63 Table 5.7 Construction benefits and impacts – Rosehill and Camellia precinct...... 65 Table 5.8 Operational benefits and impacts – Rosehill and Camellia precinct ...... 66 Table 5.9 Construction benefits and impacts – Carlingford precinct ...... 67 Table 5.10 Operational benefits and impacts – Carlingford precinct ...... 69 Table 6-1 : Summary of environmental management measures ...... 70 Table A.1 : Extent of impact ...... 75 Table A.2 : Duration of impacts ...... 75 Table A.3 : Severity of impact...... 76 Table A.4 : Likelihood of impact ...... 76 Table A.5 : Overall significance ...... 76 Table A.1 : Need for assistance, 2011 ...... 77 Table A.2 : Travel to work, 2011 ...... 77 Table A.3 : Housing characteristics, 2011...... 78 Table C.1 : Summary of impact significance ...... 80
List of Figures Figure 1.1 : Project corridor ...... 3 Figure 2.1 : Social impact assessment study area ...... 6 Figure 4.1 : Social infrastructure – Westmead precinct ...... 22 Figure 4.2 : Social infrastructure – Parramatta North precinct ...... 27 Figure 4.3 : Social infrastructure – Parramatta CBD precinct ...... 33 Figure 4.4 : Social infrastructure – Rosehill and Camellia precinct ...... 38 Figure 4.5 : Social infrastructure – Carlingford precinct ...... 42
PLR-PAC-ENV-RPT-007 iii Social impact assessment
Glossary and acronyms
Term Definition
ABS Australian Bureau of Statistics
CBD Central business district
DDA Disability Discrimination Act
DP&E Department of Planning and Environment
EP&A Act NSW Environmental Planning and Assessment Act 1979
GPOP Greater Parramatta to the Olympic Peninsula
LGA Local government area
LHD Local Health District
LLTMP NSW Long Term Transport Master Plan
NSW New South Wales
SA1 Statistical Area Level 1
SA2 Statistical Area Level 2
SEIFA Socio-Economic Indexes for Areas
T-way Rapid Bus Transitway
PLR-PAC-ENV-RPT-007 iv Social impact assessment
1. Introduction
1.1 Project background
Transport for New South Wales (Transport for NSW) is developing the Parramatta Light Rail to deliver a light rail network from Westmead to Strathfield via Parramatta central business district (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 Un- locking 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, Parramatta North, 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 that it would be proceeding with 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 Project description
The key features of the project would include:
The proposed action would include the provision and operation of the following key features: · A new light rail network of around 12 kilometres in length (including approximately seven kilometres within the existing road corridor separated from general traffic and approximately five kilometres utilising the existing T6 Carlingford Line and former Sandown freight line for use as light rail corridors and replacing current heavy rail services) · 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 proposed action and existing constraints at each stop location. Platforms would be approximately 45 metres long. · Interchanges with existing rail, bus and/or ferry facilities at Westmead, Parramatta CBD, and Carlingford · Creation of two light rail and pedestrian zones (no general through vehicle access) within the Parramatta CBD along Church Street (generally between Lennox Bridge and Macquarie Street) and Macquarie Street (generally between Horwood Place and Smith Street) · 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 stabling and maintenance facility located in Camellia. The facility would consist of a number of elements including: - Stabling area for storage of LRVs - 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 project systems - 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 and Clay Cliff Creek, Parramatta River (near the Cumberland Hospital), Kissing Point Road and Vineyard Creek, Rydalmere
PLR-PAC-ENV-RPT-007 1 Social impact assessment
· Modification of Lennox Bridge (Church Street) and a number of existing bridge structures along the Carlingford Line (including Parramatta River, 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 project, 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 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 Station and the stabling and maintenance facility, and removal of the remaining rail infrastructure, east of the stabling and maintenance facility · Closure of the existing T6 Carlingford Line north of Parramatta Road including replacement of existing rail infrastructure between Camellia and Carlingford, and removal of existing rail assets at the Parramatta Road level crossing (such as signalling and boom gates).
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 which have been used as the basis for reporting potential impacts within this assessment. The identified precincts are: · Westmead – between the Westmead terminus and the Parramatta River crossing west of the Cumberland Hospital · North Parramatta – between the Parramatta River crossing west of the Cumberland Hospital and Prince Alfred Park/ Victoria Road · Parramatta CBD – between Prince Alfred Park/ Victoria Road and Purchase Street (inclusive of Robin Thomas Reserve) · Rosehill and Camellia – between Robin Thomas Reserve and the stabling and maintenance facility · Carlingford – following the existing T6 Carlingford Line, north of the Parramatta River.
The project corridor is shown on Figure 1.1.
1.3 Purpose of this document
It is the intention to declare the project as state significant infrastructure (SSI) and critical SSI. This would make the project subject to assessment by the Department of Planning and Environment (DP&E) and require approval from the Minister for Planning under Part 5.1 of the (NSW) Environmental Planning and Assessment Act 1979 (EP&A Act).
This social impact assessment is one of a number of technical papers that form part of the Environmental Impact Statement. The purpose of this technical paper is to identify and assess the social impacts of the project during construction and operation. In doing so it responds directly to the Secretary’s Environmental Assessment Requirements (SEARs) outlined in section 1.4. It provides: · A description of the existing social baseline conditions of potentially affected communities and groups near the project · An assessment of potential changes to social conditions from the construction and operation of the project · Recommended mitigation and management measures to enhance the project’s benefits and avoid, manage or mitigate its potential social impacts.
PLR-PAC-ENV-RPT-007 2 CARLINGFORD
AY RW TO R MO IF M2 LE WESTMEAD RAN PARRAMATTA GE C RE EK
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A N G TOO TELOPEA Telopea
C BRIENS ROAD H OATLANDS U R EK CRE C DS H ON S P T E R H E T E T Factory
Cumberland Street K E E Childrens Hospital R C Hospital at ARD DUNDAS EY Westmead IN V D OA K T R Dundas Westmead E POIN E Fennell KISSING Hospital R T C Street EE R IN T A S M T O N Westmead D A Prince N Station N Alfred E P IACO Square SUB CRE WESTMEAD STATION EK Rydalmere WESTMEAD V ICT OR IA R T OAD E Eat PARRAMATTA E
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T Street S RYDALMERE L L Parramatta E N Square N O Harris Tramway C ' Street O Avenue Camellia PARR AMA TTA HASSALL RIVE ERN HIGH STREE STREE R WEST WAY PARRAMATTA S T T REAT KE G STATION PAR CAMELLIA MAYS HARRIS JAMES RUSEDRIVE K HILL EE PARK C CR L AY CLIFF
PITT STREET ROSEHILL
S CREE WESTERN M ETT K OTO CK RW BE A A' Y
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Legend
Phase 1 (Westmead to Carlingford via Camellia maintenance and stabling facility Parramatta CBD and Camellia)
Proposed action rail stops
Existing railway
Figure 1.1 | Project corridor Social impact assessment
1.4 Secretary’s environmental assessment requirements
Specific SEARs relating to the social impact assessment which have been identified for the project are described in Table 1.1.
Table 1.1 : Secretary’s environmental assessment requirements – social and economic issues
Key issue and desired performance Secretary’s environmental assessment Where addressed in this paper outcome requirements
The proposal minimises adverse social and 1. The Proponent must assess social and Section 2.3 economic impacts and capitalises on economic impacts. The assessment opportunities potentially available to affected must be prepared in consultation with communities. key stakeholders identified in The proposal minimises impacts to property consultation with Council. and business and achieves appropriate 2. The Proponent must assess impacts Property acquisition (section 5.1.2 and integration with adjoining land uses, from construction and operation on section 5.2) including maintenance of appropriate access potentially affected properties, Access (section 5.1.6 and section 5.2) to properties and community facilities, and businesses, council services, Amenity (section 5.1.5 and section 5.2) minimisation of displacement of existing land recreational users and land and water users , including property acquisitions/ adjustments, access, amenity and relevant statutory rights.
3. The Proponent must identify sensitive Section 5.2.1 research equipment and potential Technical Paper 12 – Noise and Vibration measures to ensure the proposal does Impact Assessment not affect its operation with regard to electromagnetic fields and the levels of tolerance or sensitivity specified by the manufacturer.
1.5 Structure of this report
The working paper 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 – description of the social policy context applicable to the project · Chapter 4 – an overview of the existing environment, including for both the study area and precincts · Chapter 5 – an assessment of potential impacts during the construction and operational phases of the project · Chapter 6 – recommended measures to mitigate and manage potential social impacts during the project · Chapter 7 – details of any residual impacts expected following mitigation.
PLR-PAC-ENV-RPT-007 4 Social impact assessment
2. Methodology
2.1 Study area
The study area for this social impact assessment is shown in Figure 2.1. It is based on those communities that have potential to experience changes to social conditions due to the location of the project or project infrastructure, construction activities, or changes to local movement patterns for residents, workers and visitors.
The study area comprises the following Australian Bureau of Statistics (ABS) Statistical Area Level 2 (SA2) geographies: · Northmead, which includes the light rail stops at Westmead Station, Westmead Hospital and Westmead Children’s Hospital · North Parramatta, which includes the Cumberland Hospital stop, Factory stop, Fennell Street stop and Prince Alfred Square stop · Parramatta and Rosehill, which includes light rail stops at Eat Street, Parramatta Square, Harris Street, Tramway Avenue and Camelia · Ermington and Rydalmere, which includes the Rydalmere stop and Dundas stop · Oatlands and Dundas Valley, which includes the Telopea stop · Carlingford, which includes the Carlingford stop.
Unless otherwise stated, references to these localities in this technical paper refer to the respective SA2 geographies.
As discussed in section 1.2, the study area has been divided into five precincts, based on key features and land uses along the alignment. This assessment considers potential social impacts at a precinct level. Population and demographic information for each precinct is based on a number of ABS Statistical Area Level 1 (SA1) areas, which generally coincide with the precinct boundaries. It should be noted that while the population and demographic information is presented based on the ABS SA1 boundaries, the description of existing features and the assessment of impacts is based on the precinct boundaries identified by the project.
Benefits and impacts of the project’s construction and operation may also be experienced by regional communities, such as residents, workers and visitors of the Parramatta local government area (LGA) and greater Western Sydney area. These impacts are also considered in this assessment where relevant.
2.2 Study methodology
Social impact assessment involves analysing, monitoring and managing the social and economic consequences of a development. This includes changes to, or impacts on, communities that are likely to occur from the construction or operation of a proposed development.
Key steps in social impact assessment include scoping of issues, describing the existing social environment, identifying and assessing potential social impacts and identifying measures to manage or mitigate the project’s potential impacts and maximise potential benefits.
The first step in the assessment process involved scoping the range of potential social and economic impacts and identifying communities likely to be affected by the project’s construction and operation. The outcomes of the scoping phase informed the study area for this social impact assessment, the information gathered for the existing baseline and assessment of potential impacts.
PLR-PAC-ENV-RPT-007 5 CARLINGFORD
WESTMEAD PARRAMATTA
STRATHFIELD
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D A Ermington - O R WESTMEAD IA STATION Rydalmere OR CT VI
PARRAMATTA G R STATION E AY STRE ET A IGHW S T ERN H KE WEST PAR Parramatta - Rosehill
PITT STREET
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0 1 2 km JACOBS NSW SPATIAL - GISMAP file: IA125400_PLRPhase1_SocioEco_F001_StudyArea_r2v2 | 15/07/2017
Legend
Phase 1 (Westmead to Camellia maintenance Study Area SA2s SA1 Boundaries Parramatta North Carlingford via and stabling facility Parramatta CBD and Carlingford Camellia Camellia) Parramatta CBD Westmead Existing railway
Figure 2.1 | Social impact assessment study area Social impact assessment
Describing the existing social characteristics, values and conditions of the study area was the second step. This provided a baseline from which potential impacts of the project can be assessed. The description of the existing environment included consideration of both qualitative and quantitative data, including: · Existing Commonwealth, State and local government policies and strategies relevant to social and economic factors in the study area · Population and demographic data for communities in the study area, such as population size and growth, diversity, socio-economic disadvantage and housing · Existing social infrastructure in the study area and near the project, such as education facilities, health and emergency services, recreation uses and transport facilities · Community values relating to factors such as local amenity, local character and identity, environmental and natural features, community cohesion and sense of place, access and connectivity, and community health and safety.
The next step for the social impact assessment involved identifying and evaluating changes to existing social conditions and values in the study area due to the project’s construction and operation. This included direct and indirect benefits and impacts as well as cumulative impacts of other projects proposed, planned or under construction. The assessment considered potential project benefits and impacts relating to: · Property acquisition and temporary lease of property for construction · Potential changes to population and demography · Impacts to community facilities, including property acquisition, temporary lease of land, and changes in local access and connectivity and amenity · Impacts to community values, including changes to local amenity, community cohesion, local character and identity, health and safety, and environmental and natural features · Changes to local access and connectivity, including for pedestrians, cyclists, public transport users and motorists.
An evaluation matrix was used to assess the potential social impacts considering the likely extent, duration and severity of each impact and the consequences and probability of the impact occurring. Further information on the evaluation matrix is provided in Appendix A.
The final step in the assessment involved identifying measures to avoid, manage or mitigate social impacts of the project’s construction and operation. This considered measures used for other transport projects and the suitability of these measures for the project.
2.3 Community and stakeholder consultation
Community and stakeholder consultation, including with affected property owners, local communities, businesses and government agencies, has formed a critical part of the project’s development.
Chapter 4 of the Environmental Impact Statement provides an overview of community and stakeholder consultation undertaken for the project, along with key issues raised. In addition, targeted consultation was undertaken for this social impact assessment with managers and representatives of key community facilities near the project. This included Western Sydney University, City of Parramatta Council, Riverside Theatres, Cumberland Hospital and Westmead Health Precinct.
This assessment has been informed by the outcomes of this consultation, including identification of existing features and values important to communities in the study area, assessment of potential benefits and impacts of the project, and identification of impact management measures.
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3. Social policy context
This section provides an overview of the social and economic policies and strategies relevant to the social environment. A detailed discussion on strategic planning and policy documents relevant to the project is provided in Chapter 2 of the Environmental Impact Statement.
3.1 Commonwealth Government
3.1.1 Disability Discrimination Act 1992
The Disability Discrimination Act 1992 (DDA) provides protection against discrimination based on disability. The DDA requires places used by the public to be accessible to people with a disability. This includes places such as public footpaths and walkways; public transport; public buildings (i.e. libraries, sporting venues, shops and government offices); and parks, public swimming pools and pedestrian malls. The DDA applies to both existing places as well as places under construction.
Light rail stops and pedestrian accesses provided by the project would be designed to comply with the requirements of the DDA. During construction, temporary access changes required to public areas and facilities would also need to consider the needs of people with disability.
3.1.2 Disability Standards for Accessible Public Transport 2002
The Disability Standards for Accessible Public Transport 2002 establishes minimum accessibility requirements to be met by providers and operators of public transport conveyances, infrastructure and premises. The Standards set out requirements relating to a broad range of issues, including access paths, manoeuvring areas, boarding devices, allocated spaces, and signage.
All new public transport premises, infrastructure and conveyances brought into use for public transport service after the commencement of the Standards must comply with the specified sections of the Standards. The project would be designed to be compliant with the requirements of the Standards.
3.2 NSW Government
3.2.1 A Plan for Growing Sydney
A Plan for Growing Sydney (NSW DP&E, 2014), Towards our greater Sydney 2056 – a draft amendment to update A Plan for Growing Sydney (Greater Sydney Commission, 2016a) and the draft West Central District Plan (Greater Sydney Commission, 2016b) sets out the NSW Government’s strategy for accommodating Sydney’s future population growth over the next 20 to 40 years. The plan consists of goals, directions and actions that provide a framework for strengthening the global competitiveness of Sydney and delivering strong investment and jobs growth in Western Sydney. The draft amendment to A Plan for Growing Sydney sets out the new focus on the Sydney metropolis of three cities.
Further information on A Plan for Growing Sydney is in Chapter 2 of the Environmental Impact Statement.
West Central subregion
The project is located in the West Central subregion of the Plan for Growing Sydney. The Plan recognises that the subregion will be a significant focus for infrastructure investment and intensive growth. Greater Parramatta is identified as a Strategic Centre and an area that has potential to reach 100,000 jobs over the next 20 years. Priorities identified in the Plan for Greater Parramatta include: · Planning for Greater Parramatta to become Sydney’s second CBD and Western Sydney’s number one location for employment and health and education services, supported by a vibrant mixture of land uses and cultural activity, with the Parramatta River foreshore as a focus for recreational activities
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· Providing capacity for additional mixed-use development including offices and retail in the Parramatta CBD; health services in Westmead; an education hub around the new Western Sydney University campus at Parramatta Square; a technology and education precinct in Rydalmere; arts and culture in Parramatta; and a sports precinct around the new Western Sydney Stadium · Improving transport connections between Greater Parramatta and other centres and precincts in Western Sydney · Enhancing the role of the Parramatta Transport Interchange as the major bus/ rail and future light rail interchange of Western Sydney · Improving walking and cycling connections between the Parramatta CBD, the Greater Parramatta precincts, Parramatta River and their surrounding area.
The project would provide enhanced transport connections to key areas and facilities within the Greater Parramatta area, including the Westmead Health Precinct, the Parramatta CBD and new Western Sydney University campus at Parramatta Square.
Greater Parramatta and the Olympic Peninsula
The Greater Parramatta and the Olympic Peninsula (GPOP) is identified as a new priority growth corridor in A Plan for Growing Sydney. The vision for this area is to become the geographic and demographic centre of Greater Sydney. A number of areas within the study area have been identified for future development and urban renewal. These are described in Table 3.1.
Table 3.1 : Urban renewal areas
Precinct Description
Westmead Health This involves transforming the existing Westmead Health Precinct into an innovative, contemporary and Precinct integrated centre, which will continue to deliver high quality healthcare for decades to come. By 2016, the workforce at Westmead is expected to increase from 18,000 to 32,000 people. The number of students is also expected to grow from 2,600 to 9,000 people. The vision for the Precinct is to position Westmead as a workable, liveable and accessible health city; with focus on integrated healthcare, teaching and research; that promotes patient, carer and staff wellbeing and community engagement; and attracts staff, students, residents, researchers and visitors from all over the world (http://www.westmeadproject.health.nsw.gov.au/precinct/westmead-precinct).
Parramatta North Urban The Parramatta North Urban Growth Program seeks to revitalise Parramatta North as a vibrant place with new Growth Program homes and jobs with heritage conservation at its heart. The program will: · Provide around 2,700 new homes in multi-storey apartment buildings, for up to 6,000 residents · Improve transport connections between Parramatta CBD and Westmead · Deliver social, cultural and recreational infrastructure, and public art. The program will provide a mix of uses across the site including retail, residential, commercial and community uses and also aims to improve access to Parramatta River http://www.urbangrowth.nsw.gov.au/projects/parramatta-north/.
Parramatta Square Parramatta Square is a three hectare mixed use redevelopment precinct within the Parramatta CBD. When complete, Parramatta Square will include educational uses including the new Western Sydney University Parramatta CBD campus; commercial office development; retail uses; community, public and civic spaces; and residential uses. The new Western Sydney University campus is due to open in 2017 http://www.cityofparramatta.com.au/parramatta-square.
Camellia Precinct The Camellia Precinct is identified in A Plan for Growing Sydney as a Priority Growth Area with potential to grow significantly over the next 20 years. The vision for this precinct vision is for a ‘21st century living and business district, comprising industry, research, education, employment, retail, recreation, entertainment and residential uses’ (NSW DP&E, 2015). The precinct would provide a new town centre as well as mixed use development including residential; private recreation; employment uses; and heavy industrial uses http://www.planning.nsw.gov.au/camellia.
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Precinct Description
Rydalmere Precinct The Rydalmere industrial precinct is located three kilometres from the Parramatta CBD and is characterised by industrial and business uses. The vision for the precinct is to transform Rydalmere into a high-tech and knowledge precinct so that businesses in this sector can benefit from being close, and having ties to, the neighbouring University. Planning studies are currently underway https://www.cityofparramatta.nsw.gov.au/about-parramatta/precinct-planning.
Arthur Phillip and The NSW Department of Education proposes to redevelop Arthur Phillip High and Parramatta Public Schools. Parramatta Public School The proposal includes construction of new buildings for up to 3,000 primary and secondary students and Redevelopment construction of a new sports complex. The proposal ties in with Parramatta’s vision for compact CBD with innovative public domain spaces, and these modern new education facilities will assist in facilitating planning for future growth.
3.2.2 NSW Long Term Transport Master Plan
The NSW Long Term Transport Master Plan (December 2012) sets out the NSW Government’s 20 year vision for public transport, roads and freight infrastructure. The Plan guides the NSW Government’s transport investment to support the State’s economic and social performance. The Plan identifies the need for better local and regional public transport connections for Parramatta to support growth and prosperity and to serve communities within Parramatta. The Plan also outlines a number of actions to improve transport services for Parramatta. This includes strengthening public transport links within Parramatta and to other regional centres.
3.2.3 Sydney’s Light Rail Future
Sydney’s Light Rail Future (December 2012) is the NSW Government’s plan to expand light rail services for the CBD and inner Sydney in the short to medium term and to strategic transit network corridors in the longer term. Sydney’s Light Rail Future identifies the Western Sydney light rail network as a priority corridor for further investigation and action as demand for public transport increases.
3.3 City of Parramatta
3.3.1 Parramatta 2038 Community Strategic Plan
Parramatta 2038 Community Strategic Plan (Parramatta 2038) (City of Parramatta, 2013) outlines the long-term plan for Parramatta to be ‘…the driving force and heart of Australia’s most significant economic region; a vibrant home for diverse communities and a centre of excellence in research, education and enterprise’.
Parramatta 2038 formalises a series of major transformational opportunities for the City including the development of the Parramatta CBD, Westmead, Camellia and Rydalmere urban renewal precincts; and a light rail network and local and regional ring roads. Six strategic objectives have been identified to help deliver the vision for Parramatta, of which the strategic objective of connectivity is relevant to the project. The aim of this objective is for Parramatta to be a city with fast, reliable transport and digital networks that connect people to each other, to the information and services they need and to where they need to go. The light rail network is identified in Parramatta 2038 as a priority for the City.
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4. Existing social environment
This section describes the existing social characteristics and features of the study area and each precinct. This includes information on population and growth, age and cultural diversity, disadvantage, need for assistance and health, community values, social infrastructure and transport and access.
4.1 Regional context
The Parramatta LGA is located about 25 kilometres west of the Sydney CBD and covers an area of about 82 square kilometres. The LGA was established in May 2016 through the amalgamation of parts of the former Parramatta City, The Hills Shire, Auburn City, Holroyd City and Hornsby Shire councils. The LGA has a residential population of about 230,000 people and a working population of about 157,000 people (PWC, 2016), both of which are expected to grow over the coming decades. An increase in the residential and worker populations will drive demand for more efficient transport networks to improve connectivity for residents, workers and visitors.
The Parramatta LGA is mainly a residential area, although it provides substantial institutional, industrial and commercial uses. The Parramatta CBD is the geographical, commercial and cultural centre of Western Sydney. The main industrial areas are located east of the CBD at Camellia, Rydalmere, Rosehill, Silverwater and Clyde. Major retail centres include the Parramatta CBD predominantly located north of the Parramatta Transport Interchange, and Westfield Parramatta Shopping Centre at Church Street South. Residential uses predominantly comprise low density residential uses, with areas of medium and high density residential uses within the Parramatta CBD and along key transport routes. As indicated in section 3.2, areas within the LGA are identified as key locations for future development and urban renewal.
The region provides a wide range of community services and facilities for residents within the LGA and wider Western Sydney and greater Sydney regions. These include major public and private hospitals such as Westmead Private Hospital, The Children’s Hospital at Westmead, and Cumberland Hospital; tertiary education facilities, such as the Western Sydney University; and major recreation and sporting facilities such as Sydney Motorsport Park, Parramatta Park and the Rosehill Gardens Racecourse. The new Western Sydney Stadium is currently under construction at the site of the former Parramatta (Pirtek) Stadium, and is due to open in early 2019. The region also has numerous parks and reserves offering a variety of opportunities for active and passive recreational activities. Key environmental features in the region include the Parramatta River, Prospect Nature Reserve, Western Sydney Parklands and Lake Parramatta.
The region is serviced by a number of major roads including the M4 Motorway, Great Western Highway, Cumberland Highway, Parramatta Road, Windsor Road, Pennant Hills Road, M2 Motorway and the M7 Westlink. Other key transport routes serving the region include the Western, Cumberland and Carlingford railway lines, and the Liverpool to Parramatta and North West Bus Transitways.
4.2 Community profile
This section provides an overview of the population in the study area as a whole. Information on the population within each of the precincts is provided in section 4.6.
4.2.1 Population and growth
In 2016, the study area had an estimated residential population of 144,943 people (refer to Table 4.1). Over the ten years to 2016, the study area experienced relatively high population growth compared to Greater Sydney and NSW, growing at an average of 2.8 per cent per annum. This was double the average growth rate for NSW (at 1.4 per cent). Population growth in the study area slowed slightly over the 12 months to 2016, to 2.4 per cent, although this was still above the growth rates for Greater Sydney and NSW as a whole.
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Population growth in the study area over the 10 years to 2016 was generally driven by high growth in Parramatta-Rosehill and Northmead, which is likely to reflect residential and urban regeneration developments in these areas. Carlingford and Oatlands-Dundas Valley both had high population growth over the 12 months to 2016 (at 3.2 per cent and 2.8 per cent respectively), an increase from 1.9 per cent over the 10 year average.
The population of the study area is expected to continue growing significantly with the population of the Parramatta LGA predicted to grow to 416,750 people by 2036, almost double the 2011 population (NSW DP&E, 2016). This is likely to reflect NSW and local government urban renewal policies, such as Parramatta North Urban Growth Program, the Camellia Priority Growth Area and the Parramatta Square Development.
Table 4.1 : Population and growth
Location Total population Population change (average annual growth) (%)
2006 2015 2016* 2015-2016 2006-2016
Northmead 14,488 20,708 21,197 2.4 3.9
North Parramatta 18,424 23,526 24,124 2.5 2.7
Parramatta – Rosehill 19,734 28,896 29,430 1.8 4.1
Ermington – Rydalmere 17,981 22,225 22,609 1.7 2.3
Oatlands – Dundas Valley 15,248 17,947 18,447 2.8 1.9
Carlingford 24,060 28,236 29,136 3.2 1.9
Study area 109,935 141,538 144,943 2.4 2.8
Greater Sydney 4,256,161 4,922,561 5,005,358 1.7 1.6
New South Wales 6,742,690 7,621,339 7,726,924 1.4 1.4 Note: * population estimates for 2016 are preliminary Source: Based on ABS, 2017
4.2.2 Age and cultural diversity
Overall, the study area had lower proportions of young people and elderly people at the 2011 Census compared to NSW. The age profile varied across the study area, with areas closer to the Parramatta CBD generally having lower median ages, higher proportions of working aged people (i.e. aged between 15 years and 64 years) and lower proportions of older people, while the more established residential areas generally had median ages and age profiles similar to NSW as a whole (refer to Table 4.2).
Communities in the study area are culturally diverse. At the 2011 Census, the study area had higher proportions of residents born overseas and people who speak a language other than English, and lower levels of English proficiency compared to NSW. This is reflective of the population in the wider Western Sydney region, which is reported to have the highest levels of cultural diversity in NSW. Non-English languages commonly spoken by people in the study area include Cantonese, Mandarin, Hindi, Arabic and Korean. Consultation for the project has considered the needs of non-English speaking people. This would also need to be considered in communications about the project in future phases (e.g. construction).
People with lower levels of English proficiency represent a stakeholder group with particular communication needs and a group that may be more vulnerable to changes from the project, for example, due to potential difficulties in accessing information about the project. In 2011, about 14.5 per cent of residents in the study area did not speak English well or at all, compared to 12.3 per cent for NSW. Levels of English proficiency varied across the study area, with Ermington-Rydalmere and Oatlands-Dundas Valley having proportions of people who do not speak English well or at all above the study area and NSW averages.
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Table 4.2 : Age and cultural diversity, 2011
Location Median age Age profile (%) Cultural diversity (%) (years) 14 years or 15-64 years 65 years or Born Speak other Speaks under over overseas language and LOTE* at English not home well or at all
Northmead 32 18.8 70.8 10.4 47.8 8.8 46.9
North Parramatta 32 15.7 74.3 10.1 48.5 14.8 49.1
Parramatta – 30 15.7 78.5 5.8 64.6 14.1 67.1 Rosehill
Ermington – 37 19.9 67.0 13.1 36.4 16.8 38.8 Rydalmere
Oatlands – Dundas 38 18.5 68.0 13.6 38.1 17.6 41.3 Valley
Carlingford 41 18.5 65.1 16.4 44.3 15.9 47.3
Study area 35 17.8 70.7 11.6 47.3 14.5 49.1
Greater Sydney 36 19.2 67.9 12.9 34.2 13.5 32.5
New South Wales 38 19.3 66.0 14.7 25.7 12.3 22.5 Notes: LOTE* refers to Language other than English Source: Based on ABS 2011a
4.2.3 Need for assistance, disadvantage and homelessness
People in the study area generally display lower levels of need for assistance compared to NSW. In 2011, the study area generally had levels of people in need of assistance in one or more of the three core activity areas of self-care, mobility or communication because of a long-term disability, health condition or old age below the NSW average. North Parramatta and Ermington – Rydalmere were the only two areas with proportions in need of assistance above the NSW average.
Socio-economic advantage and disadvantage broadly refers to people’s access to material and social resources, and their ability to participate in society (Commonwealth of Australia, 2013). A community’s level of socio-economic disadvantage may influence their ability to cope with or respond to change. The ABS socio- economic indexes for areas (SEIFA) index of relative socio-economic advantage and disadvantage summarises information about the economic and social conditions of people and households in an area. It is derived from variables such as income, education, employment, and vehicle ownership. An area with a high score on this index has a relatively high incidence of advantage and relatively low incidence of disadvantage (ABS, 2013). In 2011, levels of relative socio-economic advantage and disadvantage varied across the study area, with Carlingford, Northmead, and Oatlands-Dundas reporting higher decile scores (i.e. 8-9) indicating higher relative advantage. Parramatta-Rosehill recorded a decile score of 5, indicating that this area is neither relatively advantaged nor disadvantaged. North Parramatta and Ermington – Rydalmere recorded decile scores of 6 and 7 respectively, suggesting moderate levels of advantage.
Consultation for this assessment with officers from the City of Parramatta Council and other stakeholders identified concerns about potential impacts of the project on homeless people sleeping rough within the study area. The NSW Government Protocol for Homeless People in Public Places was introduced ‘to help ensure that homeless people are treated respectfully and appropriately and are not discriminated against on the basis of their situation’ (Housing NSW, 2013).
The ABS estimates that at the 2011 Census, there were about 460 people in the study area who were homeless, of which nearly three quarters were in Parramatta-Rosehill and North Parramatta. This includes people living in improvised dwellings, tents or sleeping out as well as people living in supported accommodation for the homeless, boarding houses, other temporary lodgings; or in severely crowded dwellings (ABS, 2011c).
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Consultation undertaken for this assessment with the City of Parramatta Council indicated that the number of rough sleepers has been increasing. The Parramatta CBD and Prince Alfred Square were identified as areas with concentrations of rough sleepers. A number of service providers also operate from these locations offering daily food provisions and outreach services to homeless people in Parramatta. Consultation with other stakeholders also indicated that many rough sleepers temporarily relocate to other locations, such as areas along the Parramatta River foreshore, during times that Prince Alfred Square is ‘activated’ or used for events.
4.3 Transport and access
The study area includes several major transport corridors and facilities, which provide good connections to localities within the study area and to other areas in Western Sydney, the wider Sydney region and regional NSW. These include major roads, rail and bus corridors, ferry services and pedestrian and cycle networks.
Key road corridors in the study area include: · The M4 Motorway, which connects the Blue Mountains with Parramatta Road at Strathfield, providing an important connection between the Sydney CBD and western Sydney for residents, business and industry · Great Western Highway, which is located east of Church Street and runs parallel to the motorway west of the Parramatta CBD, connecting to Penrith and the Blue Mountains · James Ruse Drive, which connects north from Parramatta Road to Victoria Road, Pennant Hills Road and Windsor Road providing access to Rosehill Gardens Racecourse, the University of Western Sydney and the Rosehill/Camellia industrial area.
Passenger rail services in the study area include both metropolitan services operated by Sydney Trains, as well as regional and interstate services operated by NSW TrainLink. Passenger rail services include: · North Shore, Northern and Western Line, which provides access for metropolitan services from the Sydney CBD to Epping and Hornsby, Parramatta, Richmond and Emu Plains, as well as inter-city services. · Cumberland Line, which connects Schofields to Liverpool and Campbelltown via Parramatta · Carlingford Line, which connects Clyde to Carlingford · CountryLink services, with daily services to Dubbo and Broken Hill via Parramatta Railway Station.
The rapid bus transitway (T-way) network traverses the study area and consists of bus-only roadways and bus lanes. It includes the: · Liverpool-Parramatta T-way, linking the railway stations at Parramatta and Liverpool · North-west T-way, linking the Parramatta Railway Station with Rouse Hill, and Blacktown, via Hawkesbury Road and Darcy Road at Westmead.
A number of bus routes are also located in the study area, including on major roads. In addition, the Parramatta Shuttle Bus, operated by the City of Parramatta Council, provides a free transport solution that connects to key commercial, retail and recreational landmarks within the City. The shuttle operates every 10 minutes, seven days a week, on a continuous loop through Parramatta North and the CBD. Western Sydney University also operates a shuttle bus service linking the University’s Parramatta North, Parramatta and Parramatta CBD campuses. The shuttle operates every 15 minutes (6.30 am to 11.00 pm) on weekdays and every 30 minutes (7.30 am to 5.30 pm) on Saturday and includes stops at the corner of Macquarie and Smith streets within the Parramatta CBD, and at Railway Street and Fifth Street within the Parramatta campus.
The study area is also serviced by Sydney Ferry services. Parramatta Wharf is located at Charles Street, east of the CBD. The Parramatta River route connects Circular Quay in the Sydney CBD to the Parramatta CBD. The route is popular with tourists discovering riverside suburbs, wetlands and Sydney Olympic Park.
The need for additional public transport options was identified by community members during consultation for the project as were concerns about increasing traffic congestion; inadequacies of existing public transport (e.g. overcrowding, frequency of services and lack of express services); and the ability of transport infrastructure to cope with population growth and increased demand. Consultation for the project also identified issues with
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the Carlingford Line currently acting as a barrier to movement within and between communities in this section of the study area.
Travel to work by residents in the study area reflects the area’s high level of access to public transport. While private vehicle was the dominant mode of travel to work for residents in the study area at the 2011 Census, compared to NSW residents in the study area were more likely to use public transport for all or part of their journey to work. Residents in the study area were also more likely to work or cycle to work compared to residents in NSW as a whole.
4.4 Social infrastructure
A range of community facilities of local and regional importance are located in the study area that cater for the needs of communities within the study area and across the Western Sydney and greater Sydney regions. They include tertiary education facilities, major hospital and health services, sport, recreation, leisure facilities, community and cultural facilities. This section provides an overview of key social infrastructure in the study area. Further information on social infrastructure near the project is provided in section 4.6 for each precinct.
4.4.1 Education facilities
Major education facilities located in the study area include: · Western Sydney University, including the new Parramatta CBD campus at Macquarie Street (Parramatta Square), the Westmead campus at Hawkesbury Road and Darcy Avenue; and the Parramatta campuses at Victoria Road and James Ruse Drive, Rydalmere · University of Sydney Clinical Medical Schools, located within the Westmead Health Precinct · University of New England Parramatta campus at Church Street, which provides tutorial rooms and services for students studying by distance.
In addition, the study area includes a number of government and non-government schools that cater for the needs of students in the wider study area. In August 2016, the Western Sydney University had about 12,191 students studying at its Parramatta campuses of which about 77 per cent of students came from the Greater Western Sydney region. About 14 per cent of students were from the inner Sydney region, while about 6 per cent were from outer Sydney region (WSU, undated).
4.4.2 Heath facilities
The study area includes major hospitals and facilities offering health and emergency services to communities in the study area, and the wider region. In particular, a concentration of facilities and services are located within the Westmead Health Precinct, bounded by Darcy Road and Hawkesbury Road. They include: · Westmead Public Hospital, offering over 900 beds and serving a population of more than 1.8 million people. The hospital includes a 24 hour emergency department, which is accessed from Hawkesbury Road · The Children’s Hospital at Westmead, which is the largest paediatric centre in NSW providing up to 500 beds. The hospital includes a 24 hour emergency department, accessed from Hawkesbury Road. · Cumberland Hospital, which is a mental health facility with 261 beds. The hospital provides extensive in- patient and out-patient services located across two campuses – Cumberland East and Cumberland West. A bridge across the Parramatta River provides access between the two campuses, including for emergency services and security vehicles. · Medical research institutes, including the Westmead Institute for Medical Research, Children’s Medical Research Institute and the Kids Research Institute · Health and medical support services, including short-term accommodation for patients undergoing treatment and their families.
Main entrances for the hospitals and research institutes are located along Hawkesbury Road and Hainsworth Street. Westmead Private Hospital is located on Mons Road west of the hospital precinct.
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4.4.3 Sport and recreation
The study area includes a range of regional and State level sport, recreation and leisure facilities. Rosehill Gardens Racecourse is located at James Ruse Drive, Rosehill. The racecourse hosts about 30 horse races annually, including key racing events such as the Golden Slipper (in April) and the Spring Racing Carnival (in October/ November). The venue also consists of conferencing facilities, an exhibition hall, outdoor entertaining spaces and 5,000 free car parking spaces (www.discoverparramatta.com). The racecourse is also the venue for other major events such as the NSW Caravan Camping, 4WD and Holiday Supershow in April each year, attracting about 80,000 people, as well as a large number of smaller events. Rosehill Railway Station is located at the entrance of the racecourse on the Carlingford line.
The new Western Sydney Stadium, currently under construction, will replace Parramatta (Pirtek) Stadium as the home ground for several Western Sydney sporting teams (e.g. Parramatta Eels, Western Sydney Wanderers). The new stadium is due to open in early 2019 and will host a range of major sporting events and other events such as concerts, markets and fairs. The new stadium will have a capacity for about 30,000 people. The main pedestrian access to the new stadium will be to a Civic Entry Plaza near the intersection of Victoria Road and O’Connell Street. The Parramatta Swimming Centre closed in March 2017 as part of the new Western Sydney Stadium development. A new aquatic centre is proposed to be constructed on the former Parramatta Golf Course site.
The study area also includes numerous large parks providing both formal and informal recreational activities for local and regional communities. Parramatta Park is located between Park Avenue and the Parramatta River and contains recreational facilities such as playgrounds, a cycleway, picnic facilities, cricket grounds and sporting oval. Parramatta Park is listed on the World Heritage List as one of 11 sites across Australia that form the Australian Convict Sites World Heritage Property (https://www.parrapark.com.au/heritage/world-heritage/).
4.5 Community values
Community values are those values held as important to residents for quality of life and wellbeing. They include physical elements such as parks, landscapes and pedestrian connectivity; and intangible qualities such as sense of place and community cohesion. This section provides an overview of community values for the study area. Features of importance to communities in each of the precinct are described in section 4.6.
Community health and safety
Information on community health status and health risk factors is collected by the NSW Government at a local health district (LHD) level. The study area is within the Western Sydney LHD, which covers the LGAs of Auburn, Blacktown, The Hills Shire, Holroyd and Parramatta. Communities in the Western Sydney LHD generally reported levels of health slightly below NSW as a whole. Over the 12 months to 2015, 77.0 per cent of residents aged 16 years or over in the Western Sydney LHD rated their health as ‘excellent, very good, or good. This is compared to 80.0 per cent of people in this group in NSW (NSW Health, 2016). The proportion of people in the Western Sydney LHD who reported they were in good health decreased from about 80.0 per cent in 2014.
People who are susceptible to respiratory illnesses, such as asthma, may be more sensitive to impacts associated with construction dust. Communities in the Western Sydney LHD generally displayed a lower prevalence of adult asthma compared to NSW as a whole. In 2014-15, approximately 7.6 per cent of people aged 16 years or over in the LHD reported that they had asthma. This is compared to 10.6 per cent of adults in NSW who self-reported they had asthma. However, the LHD had higher rates of people requiring hospitalisation due to asthma, at 219.4 people per 100,000 population compared to 171.5 people per 100,000 population in NSW. This rate increased further for younger people within the LHD (i.e. people aged 5 years to 34 years), to 227.1 people per 100,000 population.
In 2015, about 49.8 per cent of people aged 16 years or over in the Western Sydney LHD were reported to be overweight or obese. This was below the rate recorded for NSW, at 52.3 per cent (NSW Health, 2016). Communities in the Western Sydney LHD generally reported lower levels of physical activity compared to NSW. In 2015, about 40.2 per cent of people aged 16 years or over in the LHD reported to have achieved adequate levels of physical activity, which is physical activity for a total of at least 300 minutes per week over five separate
PLR-PAC-ENV-RPT-007 16 Social impact assessment
occasions. This is compared to about 42.9 per cent in NSW (NSW Health, 2016). Over the past 10 years, levels of physical activity for adults in the LHD have generally increased at a greater rate than NSW as a whole.
Community safety is a key priority for communities within the Parramatta LGA and identified as a main area of concern for residents (Straight Talk, 2016). Safety was also identified as important by community members during consultation for the project. This included the need for the project to consider personal safety and security particularly as medical staff often work shift hours, and for Light Rail stops to be well-lit, equipped with security cameras and possibly staffed. Some community members also indicated they considered Light Rail a safer travel option, with Light Rail stops expected to have more substantial infrastructure than bus stops, for example shelter and lighting.
Community cohesion
Community cohesion refers to the connections and relationships between individuals, groups and neighbourhoods, and is encouraged by the existence of local community facilities, a sense of local identity, and opportunities for community participation. Overall, levels of community cohesion and sense of belonging in the study area are expected to be good, with communities having access to a diverse range of local and regional level community facilities, strong support networks and a variety of meeting places such as local centres, community centres and cafes.
Communities in the study area also host a variety of local events, including festivals, exhibitions and markets, which provide opportunities to involve local communities and help to foster a sense of community and local identity. These include: · Festivals such as Winterlight Festival, Tropfest Film Festival and the Sydney Festival, held across a number of sites including Prince Alfred Square, Parramatta Park and the Parramatta foreshore · Australia Day, New Year’s Eve and Christmas Day celebrations held in Parramatta Park and the Parramatta River foreshore · Cultural events such as Loy Krathong (Thai River Festival), Parramasala, the Lunar New Year, Let’s Go Greek Parramatta festival and Burramatta Family Day, at sites across the City including Parramatta River foreshore · Weekly farmers markets, including the Parramatta Farmers Market held each Friday in Centenary Square.
Communities in the study area are culturally diverse, with high proportions of overseas born people and the Parramatta LGA home to large numbers of new migrants arriving in Sydney to settle. These groups are likely to be more dependent on personal and community support networks.
Parramatta Park and the Parramatta River Foreshores serve as important places for social interaction and recreation, contributing to a sense of community for local residents and visitors. Parramatta Park comprises a number of facilities, including a walking and cycling loop, picnic and barbeque facilities, children playgrounds and sporting fields. The park also hosts significant heritage buildings, including the Old Government House and accompanying Rumsey Rose Garden.
Local amenity and character
Community values relating to local amenity and character refer to natural and physical qualities and characteristics that contribute to a person’s appreciation of their surroundings. They relate to such things as built form and landscape, environmental conditions (such as noise levels and air quality), and heritage and cultural features.
Local amenity and character in the study area is characterised by a diversity of land uses, including major commercial areas and shopping precincts in the Parramatta CBD, major institutional uses, regionally significant recreation and leisure facilities, and open space and parklands. High density residential uses are located in Parramatta North, the Parramatta CBD and Rosehill. The study area has experienced rapid growth in residential apartments in recent years, with the ‘proliferation of new high rise apartment blocks’ and ‘rapid development’ identified as concerns by some community members during consultation for the project.
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Parramatta River is also a major contributor to the amenity and character of the study area and is highly valued by communities for its natural, ecological, scenic amenity, landscape, heritage, recreational and lifestyle values. Formed by the confluence of Toongabbie Creek and Darling Mills Creek at North Parramatta, the river flows in an easterly direction to Sydney Harbour. The Parramatta River foreshores were occupied by the Burramattagal Aboriginal peoples, who used the river as an important source of food and a place of trade. The Aboriginal history associated with the Parramatta River is displayed throughout the region. For example, the river foreshore near the Parramatta CBD displays motifs to depict the cultural significance of the Parramatta River for Aboriginal people. Located in the north of the study area are the Ponds Subiaco catchment and the Vineyard Creek watercourse. These water catchments are heavily vegetated and contribute to the landscape character of the residential areas.
Overall, the study area displays high levels of amenity, with generally good access to public transport, community facilities of State and regional significance, access to large areas of open space and recreation located within Parramatta Park and elsewhere, and residential neighbourhoods within easy reach of local services, employment and major centres such as the Parramatta CBD. Some locations within the study area are currently undergoing change, with community feedback received during consultation for the project indicating new cafes and recreational opportunities, an influx of new businesses, increased multiculturalism, the new university campus, and development of the river foreshore have contributed positively to local amenity and a general increase in vibrancy of local areas. The protection of trees and green space within the study area was identified as important during consultation for the project.
The heritage and history of the study area, including places associated with early European settlement, also contribute to the character and identity of communities. The study area contains a rich settlement history, with settlement in the area dating from the late 1700s and land mainly used for farming. Many of the early farming operations and government institutions were established in the study area, particularly in Parramatta North, Rosehill and Rydalmere, which form an important group of historical structures that define the study area. Consultation for the project identified the protection of heritage places as important to communities in the study area.
There are a number of established trails in the study area, particularly alongside the Parramatta River. The Redbank Track runs along the upper reaches of the Parramatta River and Toongabbie Creek, behind the Westmead Health Precinct. Remains of the Parramatta to Rogans Hill Railway Line (1923-1932) are found along this track. Governor Phillip Walk is a 3.8 kilometre walk commencing at the confluence of Toongabbie Creek and Darling Mills Creek. The walk follows the river through Parramatta Park and along the river foreshore of Parramatta CBD to the ferry terminal. This path travels past the heritage listed Old Government House and many of Australia’s first institutional buildings. A 6 kilometre trail is located within the Ponds Subiaco catchment, starting from Carlingford Memorial Park to Parramatta River. In addition, the Vineyard Creek watercourse contains a 2.2 kilometre walking track, commencing from Wesley Street in Telopea through to Kissing Point Road in Dundas.
4.6 Precinct description
This section provides a description of each precinct within the study area from Westmead in the west to Carlingford in the north.
4.6.1 Westmead precinct
The Westmead precinct is located at the western end of the study area and extends from the Westmead terminus to the Parramatta River crossing, west of the Cumberland Hospital (west). The precinct is characterised by major health and education uses, with the precinct being the largest employer among Sydney’s seven health and education precincts. Medium and high density residential dwellings are located east of the project alignment. Key features of the precinct include open space areas, hospitals and schools, as well as areas of environmental and historical significance.
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Population and demographic characteristics
In 2011, the precinct had a population of about 3,733 people and there were about 1,400 private dwellings within the precinct. Communities in the precinct are generally characterised by: · Low proportions of elderly people, with proportions of people aged 65 years or over below both the study area and NSW averages · Highly transient population, with proportions of people who have lived at the same address both one year and five years prior to the 2011 Census below the study area and NSW averages · High levels of cultural diversity, with nearly 70 per cent of the population born overseas · Households that live in mainly medium and high density dwellings, that rent and with medium household incomes below NSW and the study area · Residents with relatively high levels of people in need of assistance and high proportions of households without access to a private vehicle, at more than double the study area and NSW averages.
A summary of key population and demographic characteristics for the precinct is provided in Table 4.3.
Table 4.3 : Westmead precinct – key population and demographic characteristics, 2011
Characteristic Precinct Study area NSW
Population (number) 3,733 119,861 6,917,658
Age 14 years or younger 17.5 17.8 19.3
Age 65 years or older 10.1 11.6 14.7
Mobility (same address as one year prior to 2011 Census) 74.1 78.2 81.0
Mobility (same address as five years prior to 2011 Census) 32.4 49.5 57.2
Overseas born 69.7 47.3 25.7
English proficiency (speaks English not well or at all) 9.3 14.5 12.3
Indigenous 0.3 0.7 2.5
Housing (total private dwellings) (number) 1,399 44,764 2,736,637
Separate houses* 0.6 42.0 62.8
Medium/ high density housing 94.1 51.3 26.6
Owner occupied houses** 29.0 54.9 66.5
Rental houses 68.5 42.1 30.1
People with need for assistance 6.4 4.3 4.9
Median household income ($) 1,100 1,388 1,237
Dwellings without a motor vehicle 23.8 11.3 10.4
Unemployment 7.8 6.5 5.9 Note: * includes semi-detached, row or terrace house, townhouse, etc and flat, unit or apartment ** includes dwellings that are owned outright or owned with a mortgage Source: Based on ABS 2011b
Social infrastructure
The Westmead precinct accommodates a wide range of social infrastructure and community facilities including major health and emergency services, education facilities, and community support facilities. Table 4.4 provides an overview of key facilities. Social infrastructure near the project is shown in Figure 4.1.
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Table 4.4 : Westmead precinct – social infrastructure near the project
Facility Location Description
Health, medical and emergency services
Westmead Health Darcy Road, The Westmead Health Precinct includes Westmead Hospital, The Children’s Hospital at Precinct Hawkesbury Road and Westmead and the Cumberland Hospital. The main entrances to the site, including for Hainsworth Street, emergency vehicles, is from Hawkesbury Road. The Cumberland Hospital (west) Westmead includes a range of in-patient accommodation and facilities, including long-term stay accommodation, for acute, sub-acute and non-acute care patients. The hospital admissions building is located at Bridge Street. Consultation with the hospital for this assessment identified the need for access to this building to be maintained 24 hours a day, seven days a week for emergency services. Consultation also indicated that no formal car parking is provided for staff on-site, with staff required to park informally throughout the hospital and surrounding areas. The hospital precinct was also reported to have a high volume of pedestrian traffic, including some people with less awareness of potential hazards.
Research institutes Hawkesbury Road, The Westmead Institute for Medical Research, the Children’s Medical Research Institute Westmead and the Kids Research Institute Medical research institutes are located in the Westmead Health Precinct. In total, the institutes have about 910 staff, including medical research and support staff and PhD students. Consultation for this assessment identified that expansion of the Children’s Medical Research Institute is due to be undertaken between 2018 and 2021.
Hawkesbury Road Hawkesbury Road, The medical centre offers a range of general medical services. It operates five days a Surgery Westmead week, 8.00 am to 6.00 pm, Monday to Wednesday and 8.00 am to 5.00 pm, Thursday and Friday. The centre is also a teaching practice for medical students.
Sydney Skin Hospital – Ashley Lane, The Sydney Skin Hospital is a ‘not-for-profit’ organisation that offers the full range of Westmead Day Westmead services for the diagnosis and management of all skin conditions, including skin cancer. Surgery and Clinic The Westmead clinic includes day surgery facilities.
Community support facilities
Uniting Mayflower Helen Street, Uniting Mayflower Westmead is a residential aged and respite care facility catering for Westmead Residential Westmead up to 96 residents. The facility is located on Helen Street and includes a chapel and café Care (https://uniting.org/our-services/services/uniting-aged-care-home/uniting-mayflower- westmead).
Ronald McDonald Redbank Road, Ronald McDonald House provides temporary accommodation for children undergoing House Westmead treatment at The Children’s Hospital at Westmead and their families. The current house has 18 rooms plus five units and can accommodate up to 109 people. Ronald McDonald House has commenced construction on a new 60 room house adjacent to the existing building that will provide accommodation for up to 371 people per night. Access to the facility is via Redbank Road (https://www.rmhc.org.au/our-programs/houses/westmead).
The Children’s Hawkesbury Road, The child care centre is located within The Children’s Hospital at Westmead and Hospital at Westmead Westmead provides care primarily for children of hospital staff. The centre operates Monday to Child Care Centre Friday, between 6.30 am and 6.30 pm, and caters for children up to five years of age. Access to the child care centre is via Redbank Road (https://www.schn.health.nsw.gov.au/health-professionals/departments-clinics-and- units/childcare-services/childcare-at-the-childrens).
Wesley Apartments Cnr Hawkesbury Road Wesley Apartments provides short-term accommodation and support for the families of and Hainsworth Street, sick children at The Children’s Hospital at Westmead. The facility comprises six, two Westmead bedroom apartments. Since its establishment in February 2010, the facility has provided accommodation for over 100 families from across Australia and surrounding islands (e.g. New Caledonia). Families stay an average of anywhere between a few weeks and 13 months (http://wesleyapartments.org.au/).
Westmead Uniting Hawkesbury Road, The church accommodates the Westmead congregation of Parramatta Mission. Services Westmead are held on Sunday mornings (9.45 am). The church caters for people from diverse
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Facility Location Description cultural and language backgrounds and elderly people from the nearby aged care and independent living villages. It is also an important meeting place, providing a café and is used as a venue for a range of regular activities such as tai chi (10.00 am Friday) and ‘Open Door’ (1.00 pm to 3.30 pm, Wednesday) (https://www.parramattamission.org.au/).
Education
Western Sydney Hawkesbury Road, The Western Sydney University (Westmead) is proposed to be redeveloped to a mixed- University (Westmead) Westmead used development that will include education, commercial, retail, residential and community spaces. The former International English Language Testing System building at Hawkesbury Road is proposed to accommodate the National Institute for Complimentary Medicine (NICM) from June 2018.
University of Sydney – Hawkesbury Road, The University of Sydney Westmead Clinical School is located within the Westmead Westmead Clinical Westmead Hospital campus. The Clinical School provides hospital teaching for students at School Westmead Hospital, Westmead Private Hospital, The Children’s Hospital at Westmead and Cumberland Hospital. The school has over 300 students per year (http://sydney.edu.au/medicine/schools-disciplines-centres/clinical- schools/westmead.php).
Catherine McAuley Darcy Road, The college is a Catholic secondary girl’s school. The school is located opposite the Catholic Girl’s School Westmead Westmead Health Precinct on a site with the Parramatta Marist High School and Mother Teresa Catholic Primary School. In 2016, the school had a total enrolment of 1,100 students from Year 7 to Year 12 (www.myschool.edu.au). Students attending the school are from both local and regional areas (http://home.mcauley.nsw.edu.au/).
Parramatta Marist High Darcy Road, The school is the oldest Catholic school in Australia. The school offers secondary School Westmead education to boys in Year 7 to Year 12. In 2016, the school had a total enrolment of 1,036 students (www.myschool.edu.au).
Mother Teresa Primary Darcy Road, The school is a co-educational Catholic school catering for students from Kindergarten Westmead Westmead to Year 6. The school is collocated on a site with Catherine McAuley Catholic Girl’s School and Parramatta Marist High School. In 2016, the school had 357 students with a projected total enrolment of up to 420 students (www.myschool.edu.au).
Westmeadow Child Hawkesbury Road, Westmeadow Child Care Centre provides long day care for children aged up to six Care Centre Westmead years. The centre operates from 6.30 am to 6.30 pm, Monday to Friday and is located within The Children’s Hospital at Westmead (http://ifp.mychild.gov.au/ChildCareService/Provider.aspx/21977/Westmeadow-Child- Care-Centre).
Recreation
Wisteria Gardens Hainsworth Street, The gardens are located on the grounds of the Cumberland Hospital (west), between Westmead Parramatta Park and Parramatta River. The gardens include an accessible pedestrian path, picnic facilities and a rose garden.
Parramatta Park Park Avenue, Parramatta Park is located between Park Avenue, east of the Westmead Health Westmead Precinct, and O’Connell Street in the Parramatta CBD. The park is located either side of the Parramatta River and contains a range of recreational features, such as children playgrounds, a cycleway, picnic facilities, cricket grounds and a sporting oval. The park also contains a number of heritage features and is one of 11 sites that from the Australian Convict Sites World Heritage Property, which was inscribed on the World Heritage List in 2010 (https://www.parrapark.com.au/). Access to the park from Westmead is via Park Avenue.
PLR-PAC-ENV-RPT-007 21 HAYES AVENUE RIS H T I C N E CARLINGFORD S EDWARD PARKSTREET STREET T KLEINS ROAD TOLL STREET R D E A E O T R HART DRIVE Y R O A WESTMEAD L D PARRAMATTAD W N AD U BALMORAL ROAD O O I BRIENS ROAD R N H B D IS S M O EA R B R O A REDBANK ROAD D BEVAN STREETBEAUFORT STREET STRATHFIELD BRELOGAIL STREET
BALFOUR STREET
MONS ROAD THE CHILDREN'S HOSPITAL AT CUMBERLAND EASTERN CIRC WESTMEAD HOSPITAL UIT WEST
CHILDREN'S MEDICAL BRIDGE ROAD RESEARCH INSTITUTE WESLEY APARTMENTS INSTITUTE ROAD
THE WESTMEAD WESTMEAD INSTITUTE FOR JESSIE STREET HOSPITAL MEDICAL RESEARCH
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D A UNITING O R CHURCH Y R QUEENS ROAD U B S E WESTERN SYDNEY K W A PARK AVENUE UNIVERSITY H (WESTMEAD CAMPUS) WESTERN SYDNEY ASHLEY LANE STADIUM WESTMEAD (UNDER RAILWAY ALE XA CENTRAL AVENUE CONSTRUCTION) NDR STATION RAILWAY PARADE A A VEN UE ALFRED STREET
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0 200 400 m JACOBS NSW SPATIAL - GISMAP file: IA125400_PLRPhase1_SocioEco_F002_SA1Westmead_r2v2 | 15/07/2017
Legend Phase 1 (Westmead to Existing railway SA1 Boundary Social infrastructure and Health, medical and Carlingford via community facilities emergency services Parramatta CBD and Existing railway station Westmead Camellia) Community facilities Recreation
Property boundary Cultural/religious Research facilities
Education
Figure 4.1 | Social infrastructure – Westmead SA1 boundary Social impact assessment
Local values and features
The Westmead precinct is dominated by major institutional uses, namely health and education facilities, with some high density dwellings. The precinct displays high levels of amenity with good access to higher order community facilities and services, including major hospitals; primary, secondary and tertiary education facilities; and public transport networks. The precinct is also valued for its role as a major place of employment. Other key features of the precinct include open space areas, such as those provided by the foreshores of Parramatta River and Toongabbie Creek. Major roads in the precinct include Hawkesbury Road, Darcy Road and Institution Road, which provide access to the key health and education facilities. Westmead precinct is served by bus routes along Darcy Road and Hawkesbury Road, as well as rail services at Westmead Railway Station.
A summary of local values and features for the precinct is provided in Table 4.5.
Table 4.5 : Westmead precinct – local values and features
Element Description
Local amenity and The Westmead precinct is an institutional and residential area. Housing in the precinct mainly comprises character medium or high density dwellings, with these generally located in the eastern part of the precinct between Hawkesbury Road and Parramatta Park. The remainder of the precinct is dominated by major community uses, including hospitals and schools. There are a small number of commercial and mixed uses located adjacent to Westmead Railway Station on Hawkesbury Road between Railway Parade and Queens Road. These include medical consulting rooms, a motel, a bank, a pharmacy, a real estate office, a number of takeaway food outlets and Westmead Tavern. Located to the east of the precinct on the grounds of the Cumberland Hospital (west) is Wisteria Gardens. The gardens provide open space for patients and visitors to the hospital. Night-time safety and security of workers in the precinct was identified as being important during consultation for the project, particularly as many hospital staff work shift hours.
Community cohesion The precinct displays a strong sense of community in its role as major health and education provider. A range of community organisations have established to support health and education facilities’. The Westmead Hospital and The Children’s Hospital at Westmead have volunteering programs, with over 600 registered volunteers across the hospitals, indicating a strong sense of community and value for the role of the hospitals for local and regional communities. Wisteria Gardens serve as an important place for social interaction and recreation, contributing to a sense of community for local residents and visitors. Each year Wisteria Gardens holds a spring festival to raise awareness and funds for mental health. The hospital also has a museum, where visitors can view historic artefacts and past medical treatments once used to treat mental illness.
Environmental features The precinct contains a number of environmental features due to its location near Toongabbie Creek, Parramatta River and Parramatta Park. The confluence of Darling Mills Creek and Toongabbie Creek at the mouth of Parramatta River is located north of the precinct and holds important environmental and heritage values. In particularly, Toongabbie Creek holds important heritage values for Aboriginal people, due to its former use for many thousands of years to sharpen tools and collect aquatic food. The mouth of the Parramatta River is also where Governor Phillip first camped in 1788, and is an important historical site. There are established trails in the precinct, including the Redbank Track and the Governor Philip Walk.
Access and connectivity Major roads in the precinct provide access to the health and education facilities, including Hawkesbury Road and Darcy Road. Hawkesbury Road connects from the Great Western Highway in the south to The Children’s Hospital at Westmead in the north, and is used for emergency vehicle access. Darcy Road provides access to the Darcy Road school precinct. There are established pedestrian paths along Hawkesbury Road, Darcy Road and Hainsworth Street. A shared pedestrian and cycling path is located along Darcy Road. The precinct is generally well serviced by public transport, including rail and bus services. Community consultation for the project identified that local residents expressed high levels of satisfaction with existing bus and train services, although concerns were identified about the potential for train services from west of Westmead to become less frequent in the future. Westmead train station is located south of the precinct and services the North Shore, Northern and Western Line and the Cumberland Line. A T-Way bus interchange is located on Darcy Road about 200 metres from Westmead Hospital, providing bus access for workers, patients and visitors. The T-Way interchange is serviced by a number of bus routes, while route 711 is the only bus service to travel along the length of Hawkesbury Road to The Children’s Hospital at Westmead. Bus stops are located along Hawkesbury Road, and at the entrance to Parramatta Marist High School on Darcy Road serving
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Element Description a number of school bus routes. In 2011, about 43.1 per cent of residents in the precinct used a bus or train for all or part of their travel to work, reflecting the level of public transport access in the area; 35.6 per cent of residents used a car, either as driver or passenger, for travel to work, while 12.7 per cent walked or cycled.
4.6.2 Parramatta North precinct
The Parramatta North precinct comprises a mix of institutional, residential, recreational and cultural uses. The precinct extends from the Parramatta River crossing west of the Cumberland Hospital (east) to Victoria Road. Key features of the precinct include the new Western Sydney Stadium (currently under construction) and several heritage-listed places and cultural and religious facilities. Church Street is the main thoroughfare within the precinct, connecting the Parramatta CBD to the suburbs in the north.
Population and demographic characteristics
The precinct had a population of about 8,189 people at the 2011 Census and about 3,481 private dwellings. Communities in the precinct are generally characterised by: · Relatively low proportions of children and elderly people, with proportions of these groups both below the study area and NSW averages · Highly transient population, with proportions of people who have lived at the same address both one year and five years prior to the 2011 Census well below the averages for the study area and NSW · Culturally diverse populations, with about half of the population born overseas and proportions of people who speak a language other than English at home more than double the NSW average · High proportions of households that live in medium and higher density houses and that rent, compared to the wider study area and NSW · Households with income levels similar to the NSW average, but below the study area average, and relatively high proportion of households without access to a private vehicle.
A summary of key population and demographic characteristics for the precinct is provided in Table 4.6.
Table 4.6 : Parramatta North precinct – key population and demographic characteristics, 2011
Characteristic Precinct Study area NSW
Population (number) 8,189 119,861 6,917,658
Age 14 years or younger 13.6 17.8 19.3
Age 65 years or older 6.9 11.6 14.7
Mobility (same address as one year prior to 2011 Census) 65.2 78.2 81.0
Mobility (same address as five years prior to 2011 Census) 30.7 49.5 57.2
Overseas born 52.1 47.3 25.7
Speaks language other than English at home 49.2 49.1 22.5
English proficiency (speaks English not well or at all) 12.6 14.5 12.3
Indigenous 1.9 0.7 2.5
Housing (total private dwellings) (number) 3,481 44,764 2,736,637
Separate houses* 6.2 42.0 62.8
Medium/ high density housing 84.0 51.3 26.6
Owner occupied houses** 39.4 54.9 66.5
Rental houses 57.6 42.1 30.1
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Characteristic Precinct Study area NSW
People with need for assistance 5.1 4.3 4.9
Median household income ($) 1,248 1,388 1,237
Dwellings without a motor vehicle 18.6 11.3 10.4
Unemployment 7.4 6.5 5.9 Note: * includes semi-detached, row or terrace house, townhouse, etc and flat, unit or apartment ** includes dwellings that are owned outright or owned with a mortgage Source: Based on ABS 2011b
Social infrastructure
North Parramatta precinct accommodates a mix of social infrastructure including health and medical facilities, education facilities, churches, community facilities and recreational areas. Table 4.7 provides an overview of key facilities within the precinct that are located near to the project. Social infrastructure near the project is shown on Figure 4.2.
Table 4.7 : Parramatta North precinct – social infrastructure near to the project
Facility Location Description
Health, medical and emergency services
Cumberland Hospital Fleet Street, North The Cumberland Hospital (east) comprises a mix of community and health services and (east) Parramatta facilities. It has one in-patient unit, and other supporting services and facilities such as public health centres and forensic services. Consultation for this assessment indicated that the Hospital has commenced planning for the relocation of services from the East campus as part of the Parramatta North Urban Growth project, although it is expected that mental health services would continue to remain on the site for at least five years.
Regency Medical Church Street, The Regency Medical Centre is located at Church Street and operates seven days per Centre Parramatta week, with hours varying between 8.00 am and 8.00 pm. It provides a broad range of specialist services, including skin cancer clinic. There is no on-site parking available, with patients required to park on the street. Access to the centre is via Church Street.
Parramatta Medical Victoria Road, The Parramatta Medical Centre is located at the corner of Church Street and Victoria Centre Parramatta Road and provides general practice and health care services. The centre is open from 8.00 am to 7.00 pm weekdays and 9.00 am to 3.30 pm at weekends. Onsite parking is available for patients.
Community support facilities
St Patrick’s Cemetery Church Street and The cemetery, located at the junction of Church Street and Pennant Hills Road, is the Pennant Hills Road, oldest Catholic cemetery in Australia and is listed on the state heritage register. The North Parramatta cemetery closed in 1972 and is now visited by tourists and as a place of research for historians and school students. Entrances to the cemetery are located at Church Street, at the junctions with Pennant Hills Road and Castle Street.
Uniting Lilian Wells Fennell Street, North The residential aged care facility provides 72 places and specialises in caring for older nursing home Parramatta people with dementia. The facility includes an on-site chapel, a hairdressing salon and a garden.
Southern Cross Care Fleet Street, North Southern Cross Care Marian Nursing Home provides places for 80 patients. The facility Marian nursing home Parramatta includes a chapel, hairdressing salon, garden and on-site specialist services including physiotherapy and dental care.
Education
Parramatta North Albert Street, North Parramatta North Public School is a co-educational primary school with over 300 Public School Parramatta enrolled students from Kindergarten to Year 6. Entrance to the school is at Albert Street, where a bus stop is located.
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Facility Location Description
St Patrick’s Primary Ross Street and St Patrick’s Primary is the oldest parish school in Australia and has over 400 students Parramatta Villiers Street, from Kindergarten to Year 6. Parramatta
Our Lady of Mercy Victoria Road, Our Lady of Mercy College is a private day school for girls, located adjacent to St College Parramatta Patrick’s Cathedral. The School was established in 1898 and currently caters for approximately 1,030 students from Year 7 to Year 12. The main entrance to the school is located at the corner of Victoria Road and Villiers Street.
Cultural/ religious
St Patrick’s Cathedral Marist Place, St Patrick’s Cathedral is the church of the Roman Catholic Diocese of Parramatta and Parramatta the seat and residence of the Catholic Bishop of Parramatta. The church host regular mass and services daily, including weekends. Weekday mass are held at 6.45 am and 12.00 pm, as well as two services each on Saturday and Sunday. The Cathedral also regularly host weddings and baptisms on weekends.
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0 200 400 m JACOBS NSW SPATIAL - GISMAP file: IA125400_PLRPhase1_SocioEco_F005_SA1ParramattaNorth_r2v2 | 15/07/2017
Legend Phase 1 (Westmead to Existing railway SA1 Boundary Social infrastructure and Education Carlingford via community facilities Parramatta CBD and Parramatta North Health, medical and Camellia) Community facilities emergency services
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Figure 4.2 | Social infrastructure – Parramatta North SA1 boundary Social impact assessment
Local values and features
Parramatta North precinct is characterised by a diversity of land uses, including residential neighbourhoods, major recreational uses and community facilities. Church Street is the major thoroughfare connecting the Parramatta CBD to the suburbs north of the CBD. Overall, the precinct has a strong character and sense of place and a high level of amenity provided by its access to community facilities and open space, and public transport networks.
A summary of local values and features for the precinct is provided in Table 4.8.
Table 4.8 : Parramatta North precinct – local values and features
Element Description
Local amenity and Parramatta North comprises a range of commercial, institutional, medium density residential and recreational character uses. Many of the commercial uses are located along Church Street and include cafes, offices, retail uses and banks. The precinct’s heritage and history are important to the character and identity of the area and preservation of the area’s heritage places important to local communities. The precinct accommodates a number of historic institutions such as the Parramatta Correction Centre (formerly Parramatta Gaol); Parramatta Female Factory; Roman Catholic Orphan School; Invalid and Lunatic Asylum; and Parramatta Girls Industrial School. These are mainly located within or near to the Cumberland Hospital (east).
Community cohesion The precinct has a number of community networks related to local churches, schools and cultural facilities, which foster relationships and trust. Community groups also exist with interests in the preservation of public spaces and heritage values. This suggests a strong sense of community and a community with interest in projects that have the potential to impact the local community and environment. .
Environmental features Key environmental features in the precinct include the Parramatta River and its foreshores. The Parramatta River Grey Headed Flying Fox Camp is located on the Parramatta River foreshore, south of the Cumberland Hospital (east). The camp consists of about 5,000 Grey Headed Flying Foxes, a threatened species listed as vulnerable. A management plan is in place to protect the camp, and public interaction is limited to research and monitoring activities. An established pedestrian and cycle path commences at Parramatta Park and continues along the river east to Rydalmere.
Access and connectivity Major roads within the precinct include Church Street, which extends from the junction of Windsor Road and North Rocks Road in the north, through the Parramatta CBD to the Great Western Highway. It crosses the Parramatta River via the heritage listed Lennox Bridge. O’Connell Street, located west of the precinct provides north-south access to key recreational and sporting facilities, including the new Western Sydney Stadium (currently under construction) and the Parramatta Leagues Club. Victoria Road is a major road running west to east, connecting the major recreation and sporting facilities to the Sydney CBD. The precinct is well serviced by bus due to its proximity to the Parramatta CBD. Church Street accommodates bus lanes, with bus services travelling along Church Street connecting the Parramatta CBD to the suburbs in the north. This includes the free Parramatta Shuttle Bus. At the 2011 Census, about 28.1 per cent of residents in the precinct use a train or bus for all or part of their travel to work, while almost half travel to work by car, as either a driver or passenger. About 10.4 per cent of residents either walked or cycled to work.
4.6.3 Parramatta CBD precinct
The Parramatta CBD precinct is a major business and commercial centre serving the Western Sydney region, and is the second largest CBD in NSW. It is characterised by high density commercial and residential developments, consistent with a large urban centre. The precinct is bounded by the Parramatta River to the north, Parramatta Park to the west, the railway line to the south and Harris Street to the east.
Key features of the precinct include Prince Alfred Square, Centenary Square, the heritage-listed St John’s Cathedral, the new Parramatta Justice Precinct, the Parramatta River foreshore and several primary, secondary and tertiary education facilities. The precinct has good access to public transport, with the Parramatta Transport Interchange providing connections to rail and bus services and Parramatta Wharf providing access to ferry services.
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Population and demographic characteristics
In 2011, the precinct had a population of 2,295 people. The precinct had about 769 private dwellings, which reflects the more commercial nature of the precinct. Communities in the precinct are generally characterised by: · Lower proportions of both children and elderly people · High levels of population mobility, with proportions of people who lived at the same address both one year and five years prior to the 2011 Census, although this is likely to reflect the urban development that has occurred in the precinct over recent decades · Relatively high proportion of people born overseas and people who speak a language other than English at home, compared to the study area and NSW as a whole · High proportions of households that rent, compared to the study area and NSW, and that live in higher density housing, with this dwelling type comprising more than 90 per cent of total dwellings · Very high proportions of households that do not have access to a private vehicle compared to the study area and NSW, which is likely to reflect the level of public transport access in the precinct and access to employment · Household incomes above the study area and NSW.
A summary of key population and demographic characteristics for the precinct is provided in Table 4.9.
Table 4.9 : Parramatta CBD precinct – key population and demographic characteristics, 2011
Characteristic Precinct Study area NSW
Population (number) 2,295 119,861 6,917,658
Age 14 years or younger 13.9 17.8 19.3
Age 65 years or older 3.1 11.6 14.7
Mobility (same address one year prior to 2011 Census) 60.1 78.2 81.0
Mobility (same address five years prior to 2011 Census) 20.1 49.5 57.2
Overseas born 72.0 47.3 25.7
Speaks language other than English at home 69.4 49.1 22.5
English proficiency (speaks English not well or at all) 14.8 14.5 12.3
Indigenous 0.1 0.7 2.5
Housing (total private dwellings) (number) 769 44,764 2,736,637
Separate houses* 1.2 42.0 62.8
Medium/ high density housing 91.2 51.3 26.6
Owner occupied houses** 30.0 54.9 66.5
Rental houses 67.8 42.1 30.1
People with need for assistance 1.1 4.3 4.9
Median household income ($) 1,503 1,388 1,237
Dwellings without a motor vehicle 30.7 11.3 10.4
Unemployment 7.4 6.5 5.9 Note: * includes semi-detached, row or terrace house, townhouse, etc and flat, unit or apartment ** includes occupied private dwellings that are owned outright or owned with a mortgage Source: Based on ABS 2011b
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Social infrastructure
As the CBD for the Western Sydney region, the Parramatta CBD precinct accommodates a broad range of social infrastructure and community facilities, including the headquarters of several large public sector organisations. Table 4.10 provides an overview of key social infrastructure and community facilities located near to the project. Social infrastructure near the Project is also shown on Figure 4.3.
Table 4.10 : Parramatta CBD precinct – social infrastructure near the project
Facility Location Description
Health, medical and emergency services
Parramatta Community Marsden Street, Parramatta Community Health Service provides a range of services in the Parramatta Health Centre Parramatta and Holroyd areas to people of all ages with chronic and complex health conditions. The centre operates Monday to Friday from 8.30 am to 5.00 pm. There is limited on-site parking available.
Parramatta Central Church Street, Parramatta Central Medical Centre offers a broad range of general practice services, Medical Centre Parramatta including in several different languages. It operates Monday to Friday from 8.00 am to 6.00 pm, and Saturday from 8.00 am to 1.00 pm. No on-site parking is available and access to the centre is via Church Street.
Community support facilities
Parramatta Heritage Church Street, The Information Centre is open to visitors seven days per week from 9.00 am to and Visitor Information Parramatta 5.00 pm. It combines visitor information, a local research and family history library, Centre Council’s archives and cultural collections, school holiday programs and education activities, and room hire for businesses and community organisations.
Riverside Theatre Corner Market Street The Riverside Theatre is a multi-venue performance arts space. It has three theatres, of and Church Street, which the largest accommodates up to 760 people. The venue is used for a wide range Parramatta of events including live performances, music concerts, school dance events, movie screenings and special events, with over 700 performances and events annually (https://riversideparramatta.com.au/about-us/). The main entrance to the venue is on Church Street at Lennox Bridge. Consultation with the theatre for this assessment indicated that about 200,000 people visited the theatre annually, with about 11,000 people attending major community events in July and February. It was also indicated that patrons generally come from North Parramatta, the Parramatta CBD, the Hills district and Epping, while school groups generally come from across Western Sydney. A theatre car park is located at the corner of Market and Marsden streets, which provides parking for patrons as well as access to the theatre for ‘bumping in’/ ‘bumping out’ activities. Consultation also indicated that many patrons also park in the Eat Street carpark at George Street, the Novotel carpark at Church Street or on-street. Inadequate parking was identified as a key concern for many theatre patrons. Access for school buses is provided at Market Street.
Parramatta Justice George Street and The justice precinct is located between Church Street and Parramatta Park and includes Precinct Marsden Street, the Children’s Court, the Parramatta Local and District Court, the Family Court of Parramatta Australia and Parramatta Police Station.
Parramatta Town Hall Church Street, Parramatta Town Hall is located within Centenary Square. The venue provides space for Parramatta exhibitions, fairs, conferences, seminars and general meetings. There is no on-site parking available and access to the facility is via Centenary Square (https://www.cityofparramatta.nsw.gov.au/living-and-community/public-spaces-for- hire/halls).
Cultural / religious
Parramatta Mosque Marsden Street, Parramatta Mosque is located on Marsden Street. Prayer is each Friday from midday to Parramatta 2.00 pm. The mosque is also open throughout the week for meetings and activities. No parking is available on-site.
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Facility Location Description
St John’s Anglican Church Street, The heritage listed St John’s Cathedral is located at Centenary Square. The Cathedral is Cathedral Church Parramatta open weekdays between 10.00 am and 2.00 pm. Ten congregations meet at St John’s each Sunday, across four languages including English, Cantonese, Mandarin and Persian. Congregations are held at 8.00 am, 2.00 pm, 5.00 pm and 7.00 pm. The church hosts a Bible talk every Wednesday at 1.00 pm, as well as weddings and baptisms on weekends (http://stjohnscathedral.org.au/).
Leigh Memorial Uniting Macquarie Street, The church consists of two congregations, serving the Leigh Memorial Fijian Church Parramatta Congregation and the Korean Faith Community. Services are held on Sunday (9.30 am and 7.00 pm) and Tuesday (1.10 pm). The church is open for personal prayer from 10.00 am to 2.00 pm, Monday to Friday (https://www.parramattamission.org.au/).
St Ioannis Greek George Street, The Orthodox Church is located on the corner of George and Purchase Streets. The Orthodox Church Parramatta Church consists of a hall available for public hire, seating up to 300 people. Parking is available on-site.
Education
The University of New Church Street, The University of New England Future Campus Parramatta sites are located opposite England, Parramatta Parramatta each other at Church Street. The education facility provides tutorial rooms and quiet campus study areas for students studying by distance. The facility is open for students on Monday to Thursday (8.00 am to 9.00 pm), Friday (8.00 am to 5.00 pm), and weekends (10.00 am to 6.00 pm).
Careers Australia, George Street, Careers Australia is a private provider of vocational education and training with Parramatta campus Parramatta 15 campuses located across Australia. The Parramatta campus has ten classrooms and offers courses in hospitality, project management, business and marketing, and youth work.
Western Sydney Macquarie Street, The Western Sydney University Parramatta CBD campus is located at the corner of University Parramatta Parramatta Macquarie Street and Smith Street as part of the Parramatta Square redevelopment. CBD campus The campus opened in 2017 and includes 14 levels of lecture and tutorial rooms, study spaces and offices. The campus has capacity for about 10,000 students. A shuttle bus service connects the Parramatta CBD campus (at Macquarie and Smith streets) with the University’s Parramatta and Parramatta North campuses.
Arthur Phillip High Macquarie Street, Arthur Phillip High School is a secondary, co-educational public high school. In 2015 the School Parramatta school had 1,363 enrolled students, with more than 90 per cent of students from language backgrounds other than English. The campus is traversed by Macquarie Street, with classrooms located to the south, and sporting facilities located to the north.
Parramatta Public Macquarie Street, Parramatta Public School has 710 enrolled students from Kindergarten to Year 6. School Parramatta
Rowland Hassall Hassall and Harris Rowland Hassall School caters for students with an intellectual disability and other School Streets, Parramatta secondary disabilities. The current site (on Hassall Street) is being redeveloped with the school due to relocate in early 2017 (Term 2) to a new site located at Woodville Road, Chester Hill.
Recreation
Prince Alfred Square Church Street, The historic park is on the site of Australia’s first gaol. The park is named in honour of Parramatta Prince Alfred, Duke of Edinburgh and contains formal gardens, a rotunda, a number of memorials and monuments and seating for visitors. It hosts a number of major events throughout the year including the Sydney Festival, Winterlight Festival, Parramasala, New Years Eve celebrations and ANZAC day memorial services. A bus stop is located next to the Square on Church Street. As indicated in section 4.2.3, a number of outreach services to homeless people sleeping rough are delivered at Prince Alfred Square.
Centenary Square Macquarie Street, Centenary Square is considered the civic centre of Parramatta CBD. The Square Parramatta contains a water fountain established over 125 years ago, a new water feature, public furniture and public art. Centenary Square hosts a number of events, including Christmas concerts and the Parramatta Farmers Market held each Friday.
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Facility Location Description
Parramatta Park O’Connell Street, Parramatta Park is located between Park Avenue. east of the Westmead Health Parramatta Precinct, and O’Connell Street in the Parramatta CBD. The park is located either side of the Parramatta River and contains a range of recreational features, such as children playgrounds, a cycleway, picnic facilities, cricket grounds and a sporting oval. The park also contains a number of heritage features and is one of 11 sites that from the Australian Convict Sites World Heritage Property, which was inscribed on the World Heritage List in 2010 (https://www.parrapark.com.au/). Access to the park from the Parramatta CBD is from O’Connell Street.
Robin Thomas and Harris Street, Together Robin Thomas Reserve and James Ruse Reserve form a mixed sports James Ruse Reserves Parramatta grounds and active recreation space located approximately 1 kilometre east of the Parramatta CBD. Robin Thomas Reserve contains a sporting field complex with a club house and amenities building and is listed on the State Heritage Register. The reserve is the home ground of the Granville Waratah Soccer Club. James Ruse Reserve exists within the southern portion of the site and contains a skate park and a heritage themed children’s playground. Paid public parking is available on-site near the children’s playground.
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0 200 400 m JACOBS NSW SPATIAL - GISMAP file: IA125400_PLRPhase1_SocioEco_F004_SA1ParramattaCBD_r2v2 | 15/07/2017
Legend Phase 1 (Westmead to Existing railway SA1 Boundary Social infrastructure and Education Carlingford via community facilities Parramatta CBD and Existing railway station Parramatta CBD Health, medical and Camellia) Community facilities emergency services
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Figure 4.3 | Social infrastructure – Parramatta CBD SA1 boundary Social impact assessment
Local values and features
The Parramatta CBD precinct is characterised by a mix of uses reflecting its role as a major urban centre serving the Western Sydney region. The precinct contains a number of public open spaces, including Centenary Square, Parramatta Park and the Parramatta River foreshores. These spaces host numerous events and festivals throughout the years, fostering a strong sense of community.
Overall, the precinct displays high levels of amenity, with good access to public transport, community facilities of state and regional significance, and access to large areas of open space and recreation. A summary of local values and features for the precinct is provided in Table 4.11.
Table 4.11 : Parramatta CBD precinct – overview of local values and features
Element Description
Local amenity and Parramatta CBD contains a mix of uses, including commercial and retail uses concentrated around Church character Street, residential uses located to the east of the CBD towards Rosehill Gardens Racecourse, and institutional and cultural uses located throughout the precinct. Parramatta’s history has a visible presence in the precinct through public art. Permanent and temporary public art installations are found along Church Street, the river foreshore, laneways and the new Justice precinct. Each artwork display is site-specific, inspired by either the physical qualities of the location, its history or its cultural significance. For example, the river foreshore displays indigenous eel motifs, to depict the cultural significance of the Parramatta River for aboriginal people. Located west of the precinct is Parramatta Park, which has significant Aboriginal, convict and Victorian history and is considered one of the oldest public parks in Australia. Parramatta Park is highly valued by local and regional communities due to its landscape, scenic amenity, heritage and recreational values. Prince Alfred Square is valued by local and regional communities for its heritage and recreational values. The Square also hosts a number of public and community events throughout the year, contributing to a sense of community and celebrating the precinct’s heritage values.
Community cohesion The precinct accommodates a diverse range of community facilities that support important community networks, including Parramatta Town Hall and Centenary Square. The precinct also contains a number of public open spaces and cultural facilities that provide local meeting places and support local social cohesion. These include: · Prince Alfred Square, which is located on the site of Australia’s first gaol and currently functions as a public open space. It hosts community festivals and events, such as Parramasala, one of the state’s biggest multicultural festivals, which provide opportunities to involve the local community and foster community cohesion · The Parramatta River foreshore, which includes picnic facilities, a children’s playground and a cycleway. Riverside Walk features the work of an Aboriginal artist, depicting the history and values of aboriginal communities in the area. · Robin Thomas and James Ruse Reserves, which include sporting fields at Robin Thomas Reserve used by local schools and clubs on weeknights and weekends, and by CBD workers for lunchtime sport, and a large skating facility at James Ruse Reserve, which is popular with local skaters. The precinct hosts a number of events and festivals, which contribute to a strong sense of community for residents and visitors. Parramatta Lanes is a food celebration event which transforms eight lanes, carparks and spaces into eateries and bars over four days in October, and Centenary Square host the Parramatta Farmers Market each Friday. Parramatta Park and the Parramatta River foreshores host numerous regional festivals and cultural events, celebrating the rich cultural diversity of the Western Sydney region.
Environmental features Environmental features of the precinct are limited to the Parramatta River and Parramatta Park. Parramatta Park contains significant cultural heritage values, sitting on the territory of the Barramattugal of the Darug people. Old Government House, The Dairy and the gatehouse are the park’s key built heritage elements. Domain Creek traverse Parramatta Park, and the park contains about 140 species of wildlife, in addition to endangered vegetation. There are a number of established trails within the precinct centering on environmental features. The Governor Phillip walk extends through Parramatta Park and along the river foreshore to the ferry terminal.
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Element Description
Access and connectivity Major roads in the precinct include Church Street, O’Connell Street, Macquarie Street and Smith Street. As the major transport hub for Western Sydney, the precinct is serviced by a number of public transport networks including: · Rail, with the Parramatta train station serving the Cumberland Line and the T1 North Shore, Northern and Western Line, as well as the NSW TrainLink Blue Mountains Line and CountryLink Services connecting the Sydney CBD with key regional centres such as Dubbo and Broken Hill · Ferry, with services connecting from Parramatta wharf at Charles Street to Circular Quay in the Sydney CBD via Sydney Olympic Park and Darling Harbour · Bus, with the Parramatta Transport Interchange accommodating a number of bus routes. The free Parramatta Shuttle Bus also traverses the precinct. However, the need for additional public transport connections to the Parramatta CBD was identified by community members across the study area during consultation for the project. Over half of residents in the precinct used a train or bus for all or part of their journey to work at the 2011 Census, while about 11.1 per cent of residents walked or cycled.
4.6.4 Rosehill and Camellia precinct
The Rosehill and Camellia precinct is predominantly an industrial and recreational area, with some commercial land use near Camellia Railway Station. The precinct is bounded by Harris Street to the west, Parramatta River to the north, Rosehill Gardens to the south, and Duck River to the east. Significant high density residential development is expected in the future as part of the Greater Parramatta to Olympic Peninsula Urban Renewal area.
Key features of the precinct include the Rosehill Gardens Racecourse, Robin Thomas and James Ruse Reserves, and the Camellia Railway Station and Rosehill Railway Station. James Ruse Drive serves as the major road connecting the Western Motorway in the south to the Cumberland Highway in the north.
Population and demographic characteristics
In 2011, the precinct had a population of about 2,754 people. The precinct had about 985 private dwellings, with these mainly located west of James Ruse Drive. Communities in the precinct are generally characterised by: · Proportions of children similar to the study area, although below the NSW average and proportions of older people below both the study area and NSW averages · Higher levels of population mobility compared to the study area and NSW as a whole, with proportions of people who lived at the same address both one year and five years prior to the 2011 Census below the NSW and study area averages · A mix of housing types, including separate houses and higher density houses, and lower proportions of owner occupied households and higher proportions of rental households compared to the study area and NSW as a whole · Households with relatively low incomes compared to the study area and NSW; levels of unemployment above both the study area and NSW averages; and relatively high proportions of households without access to a private vehicle.
The precinct’s population is expected to increase and change significantly in coming years due to development associated within the Camellia Priority Growth Area.
A summary of key population and demographic characteristics for the precinct is provided in Table 4.12.
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Table 4.12 : Rosehill and Camellia precinct – key population and demographic characteristics, 2011
Characteristic Precinct Study area NSW
Population (number) 2,754 119,861 6,917,658
Age 14 years or younger 17.0 17.8 19.3
Age 65 years or older 6.4 11.6 14.7
Mobility (same address one year prior to 2011 Census) 67.1 78.2 81.0
Mobility (same address five years prior to 2011 Census) 39.8 49.5 57.2
Overseas born 46.0 47.3 25.7
Speaks language other than English at home 50.9 49.1 22.5
English proficiency (speaks English not well or at all) 14.1 14.5 12.3
Indigenous 0.9 0.7 2.5
Housing (total private dwellings) (number) 985 44,764 2,736,637
Separate houses* 36.0 42.0 62.8
Medium/ high density housing 55.5 51.3 26.6
Owner occupied houses** 42.9 54.9 66.5
Rental houses 50.6 42.1 30.1
People with need for assistance 3.6 4.3 4.9
Median household income ($) 1,200 1,388 1,237
Dwellings without a motor vehicle 14.3 11.3 10.4
Unemployment 8.8 6.5 5.9 Note: * includes semi-detached, row or terrace house, townhouse, etc and flat, unit or apartment ** includes occupied private dwellings that are owned outright or owned with a mortgage Source: Based on ABS 2011b
Social infrastructure
The precinct currently has limited social infrastructure and community facilities due to the area being dominated by industrial uses and major sporting facilities. Table 4.13 provides an overview of key facilities within the precinct near to the project. Social infrastructure near the project is also shown in Figure 4.4.
Table 4.13 : Rosehill and Camellia precinct – social infrastructure near the project
Facility Location Description
Recreation
Queen’s Wharf George Street, The reserve is located between Parramatta River and George Street. The reserve Reserve Parramatta contains the HMAS Parramatta Memorial, an established pedestrian path and public seating.
Rosehill Bowling Club Hassall Street and Rosehill Bowling Club is located on the corner of Hassall Street and James Ruse Drive. James Ruse Drive, It consists of three bowling greens, a dining room and function rooms, catering for up to Rosehill 120 people. On-site parking is available and is accessed via James Ruse Drive.
Rosehill Gardens James Ruse Drive, The racecourse holds a number of horse race events annually. The venue also consists Racecourse Rosehill of conferencing facilities, an exhibition hall, outdoor entertaining spaces and 5,000 free car spaces. Other major events are hosted at the facility, including the NSW Caravan Camping, 4WD and Holiday Supershow in April each year. Rosehill Railway Station is located at the entrance of the racecourse. Train access for visitors to the racecourse is provided from the Rosehill Railway Station, which is serviced by the T6 Carlingford Line. Public transport access is also provided by bus and ferry.
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Facility Location Description
Sydney Speedway Wentworth Road, The speedway hosts weekly car racing events, including national and international Auburn Sprintcar events. The facility has capacity for up to 5,000 people. Train access for visitors to the speedway is provided from Clyde Station, which is serviced by the T6 Carlingford Line as well as T1 Western Line and T2 Inner West Line.
Local values and features
Rosehill and Camellia precinct is dominated by recreational and industrial uses. Rosehill Gardens Racecourse is located to the east of James Ruse Drive and heavy industrial uses are located east of the Racecourse. The heritage and history associated with early European settlement is important to the character and identity of the precinct. These include Aboriginal cultural sites, former military buildings and war memorials, and former farm sites. A summary of local values and features for the precinct is provided in Table 4.14.
Table 4.14 : Rosehill and Camellia precinct – overview of local values and features
Element Description
Local amenity and The precinct is generally characterised by industrial and recreational uses, with some low density dwellings character located west of James Ruse Drive. Areas of urban renewal, including high density apartment buildings, are currently under construction west of James Ruse Drive.
Community cohesion The precinct contains community facilities and organisations that are important to social interaction, including Rosehill Bowling Club and the Sydney Speedway.
Environmental features Key environmental features in the precinct include Clay Cliff Creek and the Parramatta River Foreshores. These public spaces have early colonial and indigenous heritage significance. An established trail, the Harris Park Heritage Walk, traverses these environmental features. It starts at Parramatta Wharf and follows key heritage buildings and memorials including the HMAS Parramatta Memorial, Hambledon Cottage, Elizabeth Farm and Experiment Farm Cottage, concluding at the Parramatta Transport Interchange. Clay Cliff Creek is a small watercourse which flows from Parramatta River through the precinct to the south of the Parramatta CBD. The creek has been canalised and is lined with established vegetation. Other important environmental features include jacarandas lining Macquarie Street, the established stand of paper bark trees at Queen’s Wharf, and the avenue of mature fig trees along Harris Street within the reserves. These features contribute to the overall amenity of the area.
Access and connectivity James Ruse Drive, which forms part of the Parramatta CBD outer ring road network, is the major road corridor traversing the precinct. It connects from Parramatta Road to Victoria Road, Pennant Hills Road and Windsor Road providing access to Rosehill Gardens Racecourse, Western Sydney University Parramatta campus and the Rosehill and Camellia industrial area. The precinct comprises a railway line, servicing the Carlingford Line which connects Clyde to Carlingford in the north. Rosehill Railway Station provides access to the Rosehill Gardens Racecourse and surrounds, while Camellia Railway Station provides access to industrial and commercial businesses. In 2011, about 60 per cent of people in the precinct used a car, as either driver or passenger, for all or part of their travel to work. About 21.4 per cent of people in the precinct used bus or train for their travel to work, although this was mostly train travel. About 13.5 per cent of people used the train only to travel to work, while a further 5.4 per cent used the train for part of their journey to work. This is likely to reflect access to the Carlingford Line for residents in this precinct.
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Legend Phase 1 (Westmead to Existing railway SA1 Boundary Social infrastructure and Cultural/religious Carlingford via community facilities Parramatta CBD and Existing railway station Camellia Education Camellia) Community facilities Recreation Property boundary
Figure 4.4 | Social infrastructure – Rosehill and Camellia SA1 boundary Social impact assessment
4.6.5 Carlingford precinct
The Carlingford precinct is an established residential area with predominantly medium density dwellings. The precinct follows the existing heavy rail corridor between the Parramatta River at the terminus station at Carlingford, traversing the suburbs of Rydalmere, Dundas, Telopea and Carlingford.
Reflective of the residential nature of the precinct, key features include cultural and religious facilities, neighbourhood and recreation centres, schools and parks. Major roads in the precinct include Kissing Point Road, Pennant Hills Road and James Ruse Drive. Overall, the precinct has a strong character and sense of place and a high level of amenity provided by its access to community facilities and open space, and public transport networks.
Population and demographic characteristics
In 2011, the precinct had a residential population of about 12,798 people. The precinct had about 4,960 private dwellings, reflecting the more residential nature of this precinct. Communities in the precinct are generally characterised by: · Proportions of children and elderly people similar to or slightly above the study area average · Relatively stable population compared to the wider study area, with higher proportions of people who have lived at the same address both one year and five years prior to the 2011 Census slightly above the study area average and proportions of owner occupied houses above the study area · More culturally diverse communities compared to NSW as a whole with higher proportions of overseas born people, people who speak a language other than English and with lower levels of English proficiency, although proportions of overseas born and non-English speaking people are below the study area as a whole · Proportions of separate houses and higher density houses similar to the study area as a whole · Proportions of households without access to a private vehicle slightly above the study area and NSW averages, and household incomes and levels of unemployment slightly above the NSW average, but below the study area average.
A summary of key population and demographic characteristics for the precinct is provided in Table 4.15.
Table 4.15 : Carlingford precinct – key population and demographic characteristics, 2011
Characteristic Precinct Study area NSW
Population (number) 12,798 119,861 6,917,658
Age 14 years or younger 17.9 17.8 19.3
Age 65 years or older 13.2 11.6 14.7
Mobility (same address one year prior to 2011 Census) 79.0 78.2 81.0
Mobility (same address five years prior to 2011 Census) 52.6 49.5 57.2
Overseas born 43.6 47.3 25.7
Speaks language other than English at home 46.5 49.1 22.5
English proficiency (speaks English not well or at all) 18.6 14.5 12.3
Indigenous 0.8 0.7 2.5
Housing (total private dwellings) (number) 4,960 44,764 2,736,637
Separate houses* 42.1 42.0 62.8
Medium/ high density housing 50.1 51.3 26.6
Owner occupied houses** 58.2 54.9 66.5
Rental houses 39.2 42.1 30.1
PLR-PAC-ENV-RPT-007 39 Social impact assessment
Characteristic Precinct Study area NSW
People with need for assistance 4.5 4.3 4.9
Median household income ($) 1,270 1,388 1,237
Dwellings without a motor vehicle 12.2 11.3 10.4
Unemployment 6.1 6.5 5.9 Note: * includes semi-detached, row or terrace house, townhouse, etc and flat, unit or apartment ** includes occupied private dwellings that are owned outright or owned with a mortgage Source: Based on ABS 2011b
Social infrastructure
Social infrastructure and community facilities in the precinct generally reflect the residential nature of the area, and include education, religious, recreational and cultural facilities. Table 4.16 provides an overview of key facilities within the precinct near to the project. Social infrastructure near the project is also shown in Figure 4.5.
Table 4.16 : Carlingford precinct – social infrastructure near the project
Facility Location Description
Health, medical and emergency services
Carlingford Epping Lloyds Avenue, Carlingford Epping Surgery is located next to Carlingford Railway Station. It operates Surgery Carlingford Monday to Friday (8.00 am to 7.00 pm), and Saturday (8.00 am to 11.00 am). It offers a range of general medicine services.
Community support facilities
Carlingford Library Lloyds Avenue, The library is located on the corner of Lloyds Avenue and Boundary Road. It operates Carlingford Monday to Friday (10.00 am to 5.00 pm) and Saturday (10.00 am to 1.00 pm). It offers a range of services and provides school holiday activities for children. On-street parking is available on Boundary Road.
Dundas Veterinary Station Street, Dundas The veterinary hospital is located near to Dundas Railway Station. It operates seven Hospital days per week, include weekdays (8.30 am to 7.00 pm), Saturday (9.00 am to 4.30 pm Saturday), and Sunday (10.00 am to 2.00 pm).
Dundas Area Sturt Street, Telopea Dundas Area Neighbourhood Centre is a place of community activity for residents in the Neighbourhood Centre areas of Dundas, Telopea, Ermington and Rydalmere. The centre includes meeting rooms and a main hall available for hire, hosting up to 200 guests. A community garden is also located on-site. The centre provides numerous activities each weekday, including art and craft classes, walking groups, children’s playgroups, youth activities and English classes.
Carlingford Scout Hall Boundary Road, The Scout Hall is located at Boundary Road. It provides a hall and meeting facilities for Carlingford up to 70 people. On-street parking is available.
Dundas Branch Library Sturt Street, Dundas The public library is open Monday to Friday (10.00 am to 5.30 pm), with later closure on Monday and Thursday, and Saturday (9.20 am to 12.00 pm). The library host monthly beginners English conversation classes, in addition to homework help sessions for youth.
Cultural
Margaret Whitlam Victoria Road, The gallery is located within the Western Sydney University Parramatta campus. It Galleries Parramatta occupies the heritage listed Female Orphan School, one of Australia’s first government institutions.
Education
Western Sydney Victoria Road and Western Sydney University includes two campuses located at the corner of Victoria University Parramatta James Ruse Drive, Road and James Ruse Drive. The Parramatta campus is the University’s main campus. campus Parramatta It is located adjacent to the railway corridor and the Parramatta River and includes a library, recreation hall, administration and teaching buildings, and the Badanami Centre
PLR-PAC-ENV-RPT-007 40 Social impact assessment
Facility Location Description for Indigenous Education. Consultation for this assessment indicated that the Parramatta campus is used for all university exams in Parramatta, with the main exam periods being June and October/ November. Graduation ceremonies are also held at the campus in April and December. Western Sydney University Village, is located on the Parramatta North campus. The Parramatta North campus includes self-contained accommodation with up to 300 beds for students and tourists, groups and independent travellers. Car parking is provided on the campuses for students, staff and visitors, with Rosehill Gardens Racecourse also used for parking during the University’s open day, which is attended by about 10,000 people.
Western Sydney Railway Street, The Western Sydney University early learning centre provides care for children of staff, University Early Western Sydney students and the local community. The centre is a long day care centre, which provides Learning Centre University Parramatta cares for up to 57 children aged from six weeks to six years. The centre operates from Parramatta campus 7.30am to 6.00pm, Monday to Friday (www.westernsydney.edu.au). The centre includes outdoor play areas located adjacent to the existing railway corridor.
Dundas Public School Kissing Point Road, The school has about 380 enrolled students from Kindergarten to Year 6, and includes Dundas an oval and basketball court. The school provides before and after school care.
James Ruse Felton Road, James Ruse Agricultural High School is a co-educational high school with about 840 Agricultural High Carlingford students from Years 7 to 12. Approximately 97 per cent of the students have a language School background other than English.
Telopea Public School Chestnut Avenue, Telopea Public School is a small community located catering for 50 students from Telopea Kindergarten to Year 6.
Recreation
K13 Submarine Pennant Hills Road, The small reserve contains a memorial in memory of those people who lost their lives in Memorial Park Carlingford submarines during combat. The memorial was established in 1961 and the park includes seating areas and an off-street carpark.
Dundas Sports and Elder Road, Dundas The sports and recreation club is located at Elder Road, off Kissing Point Road. It Recreation Club includes two bowling greens, a function room accommodating up to 70 people, an auditorium seating up to 120 people, a board room and a restaurant. It regularly host events and activities, including yoga classes, trivia nights, open mic nights, poker evenings and live music. Parking is provided on-site.
Winjoy Reserve Calder Road, Dundas The small reserve is located adjacent to the railway line in Dundas. It contains a children’s playground and public seating.
Telopea Christian Shortland Street, The Christian Centre is located near to Telopea Railway Station. Services are held on Centre Telopea Sunday at 9.30 am. The Centre provides a family support service, which offers counselling, case management, parent education and material aid such as food vouchers. A bus stop is located at the front of the facility.
Uniting Church in Kissing Point Road, The Church is located on Kissing Point Road in Dundas. Services are held each Sunday Australia Dundas at 9.30 am.
Sydney Young Nak Manson Street, The Sydney Young Nak Presbyterian Church serves the Korean community. It holds Presbyterian Church Telopea services on Sunday at 9.30 am, 11.00 am, 1.15 pm and 3.00 pm.
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Legend Phase 1 (Westmead to Existing railway SA1 Boundary Social infrastructure and Health, medical and Carlingford via community facilities emergency services Parramatta CBD and Existing railway station Carlingford Camellia) Community facilities Recreation
Property boundary Education
Figure 4.5 | Social infrastructure – Carlingford SA1 boundary Social impact assessment
Local values and features
The precinct is generally characterised by its residential uses. Overall, the precinct displays high level of amenity with good access to community facilities and services, including primary, secondary and tertiary education facilities, and religious and cultural facilities including churches and neighbourhood and recreation centres. Access to these facilities contributes to a strong character and sense of place for residents of the precinct. A summary of local values and features for the precinct is provided in Table 4.17.
Table 4.17 : Carlingford precinct – overview of local values and features
Element Description
Local amenity and The precinct is predominantly residential in character, with a mix of low and medium density housing. Some character commercial uses surround the railway stations, and include cafes, small offices and retail stores. Consistent with the residential character of the precinct, there are a number of community and cultural facilities to support the needs of the population, including churches, parks, neighbourhood centres and schools.
Community cohesion The precinct accommodates a number of community organisations including sporting clubs, religious facilities, libraries and neighbourhood centres, which foster community cohesion. For example, Dundas Area Neighbourhood Centre is a significant community facility serving residents in surrounding suburbs by providing a range of activities and support services. These organisations provide important community networks, which foster relationships and trust. The precinct contains a number of parks and recreation centres, with those located near to the project alignment including K13 Submarine memorial park, Winjoy Reserve and Dundas Sports and Recreation Club.
Environmental features Key environmental features of the precinct include parks, the Parramatta River foreshore, the Vineyard Creek watercourse and the Ponds Subiaco catchment. The Parramatta River foreshore contains an established pedestrian and cycle path, commencing from Western Sydney University Parramatta campus in the east to Macarthur Street in the west. The foreshore is lined with established vegetation. The Ponds Subiaco catchment lies within the precinct, located west of the project alignment. An established trail follows the creek, starting at Carlingford Memorial Park to Parramatta River at Subiaco Creek. The 6.6 kilometre trail does not traverse the railway line. The Vineyard Creek watercourse is located to the east of the project alignment, starting near Telopea Railway Station and joining the Parramatta River at Western Sydney University. The watercourse is heavily vegetated and contains a 2.2 kilometre walking track, commencing from Wesley Street in Telopea through to Kissing Point Road in Dundas. The Vineyard Creek Walking Track traverses the catchment, runs from Wesley Street in Telopea through to Kissing Point Road in Dundas.
Access and connectivity Major roads in the precinct include Cumberland Highway, a major north-south route through Greater Sydney, intersects Carlingford at Pennant Hills Road. Kissing Point Road is also significant road corridor, connecting Silverwater Road in the east to James Ruse Drive in the west. A railway line traverses the precinct serving the Carlingford Line, with Carlingford Railway Station the terminus for the line. Other railway stations in the precinct are located at Rydalmere, Dundas and Telopea. There are limited bus routes serving the precinct, with routes mainly travelling on main roads. The Parramatta Valley Shared Cycleway traverses the precinct. The cycleway commences at Parramatta Ferry Wharf and continues east. In 2011, about 65.5 per cent of people in the study area travelled to work by car only, as either a driver or passenger. About 13.6 per cent of people used a train for all or part of their journey to work, of which 7.5 per cent used a train only. This is compared to about 9.0 per cent and 6.2 per cent in NSW as a whole and is likely to reflect access to the Carlingford Line for residents in this precinct.
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5. Impact assessment
This section assesses potential impacts on communities and social values from the construction and operation of the project. This includes an assessment of potential social impacts at a regional and at a local precinct level.
5.1 Impacts and benefits at a regional level
5.1.1 Equity
Equity refers to a fair distribution and a just sharing of resources. The project would improve public transport access and connections to where people live, work and play, supporting improved economic and social opportunities. These benefits would be long-term and would be shared by communities at both a local precinct and regional level.
Light Rail stops would be designed to comply with the Disability Discrimination Act 1992 ensuring that stations are accessible to people with mobility challenges such as people with disability, the elderly, and children. This would improve public transport access, safety and travel opportunities for people with mobility difficulties. This may encourage some people who would otherwise avoid making trips to access public transport, resulting in beneficial impact on wellbeing for these individuals. Disability Discrimination Act 1992 requirements would also be considered where construction works impact on footpaths.
Many of the project’s construction impacts such as changes to amenity and perceived liveability would be experienced by those communities closest to construction works. These impacts would be localised and relatively short-term and temporary compared to the life of the project. Following construction, these communities would experience long-term benefits through more frequent and reliable public transport and improved access to destinations within the wider Parramatta area, including social infrastructure such as education, employment, health and community facilities.
5.1.2 Property impacts
Directly affected properties
The permanent project footprint would largely be within existing road reserves, although some properties would require acquisition, either wholly or in part. In total, 143 properties would be impacted by acquisition for the project, including privately owned land, land owned by the City of Parramatta Council, and land owned by NSW Government agencies. Properties affected by property acquisition, either in part or wholly, comprise: · Residential uses, comprising separate houses, flats and apartments, social housing, and short-term visitor accommodation, including accommodation used by patients of the Westmead Health Precincts · Community uses, such as St Patrick’s cemetery, Cumberland Hospital, and public park and open space areas · Commercial uses, including retail, commercial office, cafés and takeaway restaurants · Infrastructure, including land within the Westmead Health Precinct, roads, bridge, and car parking areas.
Further information on properties to be acquired for the project is in Chapter 5 of the Environmental Impact Statement. Land use impacts associated with property acquisition are discussed in Part D of the Environmental Impact Statement, while information on businesses impacted by acquisition is in the business impact assessment. Potential impacts on community uses impacted by property acquisition are described in section 5.1.4 and section 5.2.
The majority of affected properties would be partially acquired and would mostly involve acquisition of a strip of property frontage to allow for widening of the road reserve, construction of light rail stops or intersection upgrades. This would generally not impact on buildings and would not require the relocation of residents or businesses. However, about 41 properties would require total acquisition for the project, including residential
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uses of varying densities and commercial uses. Residents and businesses of these properties would be required to relocate prior to construction.
Temporary leases of land would also be required during construction for site compounds and other work sites. This includes land currently accommodating the Wesley Apartments at Hawkesbury Street, and land within the Cumberland Hospital (west) and Western Sydney University Parramatta campus. Potential impacts on these uses from the temporary lease of land are discussed in section 5.2. Following construction, land occupied by construction works but not required for the ongoing operation of the project would be rehabilitated and reinstated to its preconstruction use.
Properties required for the project would be acquired by Transport for NSW in accordance with the provisions of the NSW Property Acquisition (Just Terms Compensation) Act 1991 and the Land Acquisition Reform 2016 process (http://landacquisition.nsw.gov.au/). Among other things, the NSW Property Acquisition (Just Terms Compensation) Act 1991 provides the basis for assessing compensation. Transport for NSW has commenced consultation with affected property owners about the acquisition process and potential adjustments required to properties. Consultation will continue during the detailed design and construction phases of the project.
Impact of property acquisition
Property acquisition for the project would mainly involve partial acquisition of a property frontage to allow widening of the road reserve or construction of light rail stops. However, a number of properties would be wholly acquired for the project, including residential uses and commercial properties.
Some residents and business owners near the project may experience stress and anxiety due to uncertainty about potential property impacts and proposed changes. This has the potential to impact on the health and wellbeing of some individuals. Further discussion of these impacts is in section 5.1.5.
The relocation of residents due to acquisition may also impact on community cohesion through disruption to social networks and community relationships, particularly if residents are required to move away from the area. These impacts are likely to have the greatest effect on groups such as elderly, people with disability, longer term residents and people on lower incomes, who are often more reliant on personal and community networks. As indicated in section 4.2 and section 4.6, communities in the study area are generally characterised by relatively young and more transient populations and communities that demonstrate higher relative socio- economic advantage. However, some precincts also have proportions of people with need for assistance due to disability, health or old age above the NSW average (e.g. Westmead and Parramatta North precincts) and lower household incomes (e.g. Westmead precinct), who may be less resilient to changes.
As indicated in section 5.1.2, the project would require the acquisition of residential accommodation used by patients receiving treatment at hospitals within the Westmead Health Precinct, particularly within the Westmead precinct. Potential impacts on these uses are described in section 5.2.
Other property impacts
Potential impacts on properties near the project may result from changes in local amenity and local access changes. Impacts on local amenity are discussed in section 5.1.5. Access to properties would be maintained along the length of the project alignment, including within the light rail priority zones, although some changes may be required. This includes restrictions on right turns to/ from properties across the project alignment for safety and to reduce impacts on traffic flows. This may require some property owners and visitors to travel further to access some properties. Adjustments would also be required to some private properties such as adjustments to driveways and fencing, due to partial property acquisition. Any adjustments would be undertaken in consultation with affected property owners.
5.1.3 Population and demography
Project related factors affecting population and demography generally relate to the acquisition of residential properties. Population and demography changes in the study area are also affected by external factors such as land use changes and urban development. As indicated in section 4.2.1, the population the Parramatta LGA is
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predicted to grow significantly over the next two decades, driven by urban renewal and development programs. The project would support this population growth through improved public transport access.
The relocation of residents associated with the acquisition of residential properties may result in minor changes to local populations. This may include residents who have lived in the area for long periods or from diverse cultural backgrounds. While these changes have potential to result in changes at a local level, they would represent a very small proportion of the regional population and are not expected to impact on the population and demography of the study area as a whole. They are also likely to be very minor in the context of expected population and demography changes associated with planned urban development.
During construction, the construction workforce would generally be sourced locally or from across the wider Western Sydney and Sydney regions and is not expected to change population and demography in the study area. Further, any potential changes would be relatively minor in the context of construction associated with broader investment and development planned to occur in the wider Sydney region in coming years.
5.1.4 Social infrastructure
Direct impacts on regionally important social infrastructure
The project would directly impact some regional level social infrastructure near to the alignment through partial property acquisition or temporary lease of land for construction. This includes: · Land within the Westmead Health Precinct, including at the Westmead Hospital and Cumberland Hospital · Land at Prince Alfred Square and Robin Thomas Reserve · Land within the Western Sydney University Parramatta campus.
For most properties, the partial property acquisition would not impact the overall use or functioning of the regional social infrastructure. The lease of land for construction may result in temporary impacts during construction, although land used for construction that is not required for the project’s operation would be rehabilitated and reinstated to its former use following construction, helping to minimise any long term impacts on the social infrastructure.
Further discussion about potential impacts on social infrastructure near the project is provided in the relevant precincts in section 5.2.
Construction impacts
During construction, potential impacts on amenity may occur for users and workers of some social infrastructure near to construction works and construction compounds due to: · Increased noise, dust and construction traffic · Changes in visual amenity due to the presence of construction infrastructure and the clearing of vegetation.
Temporary changes to local access due to the construction of light rail tracks and stops and increased construction traffic on local roads may impact on access to social infrastructure near to the project, including for pedestrians, cyclists and motorists. Without mitigation, this may result in: · Temporary delays and disruptions for users and workers of social infrastructure · Potential changes to emergency vehicle access · Potential impacts on perceptions of safety, particularly for children, elderly and people with mobility difficulties · Potential impact on parking for users of some social infrastructure due to increased demand for construction worker parking near to construction compounds and other work areas.
Potential impacts on specific social infrastructure are described in section 5.2, while further discussion about impacts of construction on local amenity and access is provided in section 5.1.5 and section 5.1.6 respectively.
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Operation impacts
During operation, the project would improve public transport access to local, regional and State level social infrastructure in the study area. This includes: · Major medical and health care facilities, such as Westmead Hospital, The Children’s Hospital at Westmead and Cumberland Hospital · Sport, recreation and leisure areas, such as Prince Alfred Square, Robin Thomas Reserve, Parramatta Park and the Parramatta River foreshores · Education facilities such as the University of Western Sydney’s Parramatta, Westmead and Parramatta CBD campuses · Community services and facilities within the Parramatta CBD.
This would support improved social outcomes for communities in the study area and wider Parramatta region resulting from better access to health, education and recreation opportunities.
During operation, some social infrastructure near the project may experience impacts associated with increased noise and vibration from the operation of the Light Rail and changes in local road access. The closure of the Cumberland Line and railway stations would also change public transport access to some community uses, particularly within that section of the corridor between Parramatta Road and Grand Avenue at Rosehill.
Potential impacts on specific social infrastructure are described in section 5.2.
5.1.5 Community values
This section assesses potential impacts on community values in the study area, including those associated with community health and safety, community cohesion, local amenity and character, and the natural environment.
Community health and safety
Construction
If unmanaged, noise, light spill, dust and vibration from construction activities may impact on the health and wellbeing of some residents and occupants of buildings closest to construction works. This impact is most likely to occur where night-time work results in sleep disturbance over extended periods of time or where construction activities create extended periods of high noise or dust levels.
The potential for dust from construction activities to impact on the health of some sections of the community who may be more sensitive to changes in air quality (e.g. people who are sick or undergoing treatment for some illnesses, children, elderly, or people suffer from asthma or other respiratory conditions) is likely to be of concern for some community members. This is most likely to be relevant for works within the Westmead precinct due to the proximity to hospitals, health and medical facilities, and support services such as short-term residential accommodation used by people undergoing treatment at nearby hospitals.
Concerns were also raised during consultation for the project about potential impacts of construction on specific groups, particularly people suffering mental health issues and homeless people sleeping rough. Consultation for the project identified that some people suffering mental health issues may be more sensitive to issues such as construction noise and vibration. This would be particularly important for construction activities within and near to the Cumberland Hospital, which provides a range of mental health services to local communities and to communities in Greater Western Sydney and NSW, including inpatient services for high dependency patients. Further information about potential impacts on this facility is provided in section 5.2.1.
As indicated in section 4.2.3, the Parramatta CBD and Prince Alfred Square were identified as areas with concentrations of rough sleepers. A number of service providers also operate from these locations offering daily food provisions and outreach services to homeless people in Parramatta. Increased construction activity in these locations may impact on amenity and perceptions of safety for some people in this group and may
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temporarily displace some homeless people from these areas and require some people to find alternative locations. This may also require changes to the outreach services provided to homeless people in these locations. A strategy for engaging with homeless people during construction would be implemented in accordance with the NSW Government’s Protocol for Homeless People in Public Places. This would include protocols for consulting with homeless people and service providers, including the Parramatta Regional Homelessness Interagency group, about construction activities and potential impacts.
An increase in construction traffic and heavy vehicles on roads within the study area and changes to local traffic and access during construction may impact on community perceptions relating to road safety. This is most likely to impact perceptions of safety in those areas: · That attract large volumes of pedestrians and cyclists, for example within the Parramatta CBD, near public transport facilities, and areas around universities and other education facilities · Near community facilities that are used by children, such as schools, childcare centres, and The Children’s Hospital at Westmead or by people with mobility difficulties, such as elderly people or people with disability, for example hospitals, medical and health facilities at Westmead · Near public spaces such as Prince Alfred Park, Robin Thomas Reserve, and Parramatta River Foreshore.
Construction traffic management measures would be implemented to maintain safety for pedestrians, cyclists and road users near to construction works and on haulage routes.
Pedestrian and cycle access would be maintained near construction works although temporary changes would be required to some pathways for safety of pedestrians and cyclists. Changes to footpaths and public spaces may impact on perceptions of safety for some people due to such things as reduced sightlines, opportunities for casual surveillance and reduced levels of activity. Further discussion about potential construction traffic impacts is provided in section 5.1.6.
Operation
The project would provide more reliable and efficient public transport connections for communities in the study area and wider Parramatta region to employment, health and medical services, education facilities, sport and recreation uses, cultural and leisure facilities, and community support services. This would support: · Improved long term economic opportunities through improved access to education and employment opportunities · Enhanced opportunities for social interaction, by making some trips more attractive and encouraging people to take trips they may have otherwise avoided, and improved access to meeting places within the study area · Opportunities to increase community wellbeing through improved access to recreation and leisure facilities · Enhanced community health outcomes through better public transport access to hospitals, medical facilities, and health care services, including services supporting specific target groups (e.g. mental health services at Cumberland Hospital).
Improved public transport access would particularly benefit those groups that may be particularly vulnerable to transport disadvantage such as elderly people, youth, students, families with young children, low income households, non-drivers, or households without access or with limited access to a private vehicle.
Improved public transport access is also likely to encourage increased walking trips, with many trips by public transport including an element of walking, for example, to and from the light rail stops. This would help to increase general levels of physical activity, which would have positive outcomes for community health. Physical activity is also more likely to be initiated or sustained when incorporated into everyday activities, for example the commute to work, meaning that this impact is likely to be ongoing. The project also includes an active transport link along the existing Carlingford railway corridor. This would support safer and easier access for pedestrians and cyclists, helping to encourage increased walking and cycling and levels of physical activity.
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As indicated in section 4.5, community safety is important for people in the study area and the wider Parramatta region. The light rail stops would be designed to maximise safety and security for customers and would include a range of features such as lighting, emergency calling facilities, and CCTV monitoring. Light rail stops would also be designed to be attractive places for customers to wait, impacting positively on people’s perceptions of safety. Increased activity and changes to the environment and public places around light rail stops is also likely to further enhance the community’s perceptions of safety.
Consultation for the project also identified community concerns relating to safety for pedestrians and motorists. Maintaining safe access near the project for road users, including motorists, public transport users, pedestrian and cyclists is a key principle for the project. In particular, road access changes along the alignment have been designed to minimise potential vehicle conflicts, while signalised pedestrian crossings would allow safe access for pedestrians, including those with mobility difficulties. The light rail stops would also be designed to allow safe access for customers and to minimise potential conflicts between pedestrians and light rail vehicles.
Community cohesion
Construction
During construction, temporary changes to the amenity of meeting places near to construction works may impact on people’s use and enjoyment of these places. Changes to local access near construction activities and temporary changes to public transport facilities may also discourage some people from making some trips. These changes may temporarily impact on levels of community interaction.
Operation
Operation of the project would provide more reliable and efficient public transport access for residents, workers and visitors in the study area and wider Parramatta region. Improved access to communities, services, facilities and employment would help to facilitate social interaction and economic transactions across the wider Parramatta region, providing benefits for community cohesion. More reliable and efficient public transport access is also likely to make some trips more attractive and encourage people to take trips that they may have otherwise avoided. This would help to facilitate social interaction. This would benefit a broad range of groups including residents, workers, students and visitors.
Supporting job creation and business development in western Sydney was identified as a benefit of the project by community members during consultation for the project. The project would also support urban renewal and development opportunities near to the Light Rail stops, leading to the revitalisation of local places and creating opportunities for new facilities and local meeting places. This is expected to support social interaction and economic transactions within the study area and wider Parramatta region, impacting positively on local community cohesion.
At a local level, impacts on community cohesion may result from acquisition of residential properties for the project. This is discussed in future detail in section 5.1.2.
Local amenity and character
Construction
During construction, temporary impacts on amenity may occur for communities near to construction works due to: · Noise, vibration, dust and traffic from construction activities · Changes in visual amenity due to the removal of established vegetation and presence of construction works and infrastructure · Light spill from night-time construction works.
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These impacts may potentially impact on the use and enjoyment of some homes, businesses and community facilities, particularly within outdoor areas. Further discussion about amenity impacts on these uses is provided in section 5.2.
The project would require the removal of some established vegetation in areas along the alignment and in construction compounds. As indicated in section 4.5, the protection of trees and green space is important to local and regional communities. The clearing of established vegetation may be a concern for some people and impact on community values relating to visual amenity. Following construction, areas impacted by construction works that are not required for permanent infrastructure would be rehabilitated, including with new trees and landscaping. Over time, this is likely to reduce the potential visual impacts for local communities.
Operation
Once operational, the project would have positive impacts on the amenity of those areas near to light rail stops through enhanced public transport access and improvements to the urban environment and public domain around stations.
Replacing heavy rail services from the Carlingford corridor with light rail services would have a positive impact on the amenity for residents along this corridor due to reduced noise levels. This was also recognised during consultation for the project, with many people identifying they prefer light rail over heavy rail as it was perceived to be more environmentally friendly and have smaller impacts on surrounding areas. Adverse impacts on local amenity would generally be localised to those areas along the alignment.
The project includes an active transport link along the existing Carlingford railway corridor. This would support safer and easier access for pedestrians and cyclists from across the wider Parramatta region and would contribute positively to the amenity of this corridor.
5.1.6 Access and connectivity
Construction
Potential impacts on access and connectivity in the study area during construction would result from: · Changes in road conditions near to construction worksites, including reduced speed limits, or temporary partial or full-closure of some roads · The use of roads in the study area for construction traffic, including heavy vehicles · Changes to public transport services, including temporary relocation of bus stops near to construction works and removal of train services on the Carlingford Line · Temporary loss of on-street car parking near to project works · Changes to pedestrian and cycle access near to construction works, including temporary closure or diversion of some pathways
Without management, these changes may cause delays and disruptions for local and regional motorists, pedestrians, cyclists and public transport users, and impact on road safety. The use of local roads by construction traffic is also likely to impact on traffic congestion in the study area, resulting in delays and disruptions for motorists and other road users. This was identified as a key concern for community members during consultation for the project.
Further information about potential impacts on access and connectivity within each precinct is provided in section 5.2.
Operation
The project would provide long-term positive impacts on public transport access for communities in the study area and wider Parramatta region, by enhancing public transport access and connectivity to key employment
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areas, services and facilities in Parramatta. This would have beneficial impacts for residents, workers, students and visitors to the Parramatta region.
In particular, the project would provide more efficient and reliable travel to key destinations. This was recognised and supported through community consultation for the project, with many community members identifying benefits relating to the encouragement of more public transport use, improved access to the Westmead Health Precinct, shorter travel times and more frequent services.
Operation of the project would require some changes to road access along the alignment and on some nearby roads. During consultation for the project, some community members raised concerns that the use of existing traffic lanes would reduce road space for cars and result in increased congestion on local roads. Concerns about the loss of car parking on local roads were also identified by some community members.
The project would enhance pedestrian and cycle access within the study area through the provision of an active transport link along the existing Carlingford railway corridor and improvements to the pedestrian environment and connections between Light Rail stops and surrounding areas. In particular, the removal of the heavy rail services within the Carlingford Railway corridor would also provide opportunities to reduce the barrier effects of the corridor and enhance cross-corridor connections.
The removal of the Carlingford Line and closure of railway stations would impact on public transport access for communities and users of facilities in some sections of the study area, particularly between Parramatta Road and Grand Avenue.
Further discussion about potential impacts on access and connectivity is provided in section 5.2.
5.2 Impacts by precinct
This section provides an overview of potential impacts of the project, both positive and adverse, at a local precinct level.
5.2.1 Westmead precinct
Direct property impacts
The project would require the total or partial acquisition of 24 properties within the Westmead precinct, including 13 properties that would be partially acquired and 11 properties that would be wholly acquired. These properties comprise: · Residential uses, including short-term accommodation used by patients of the Westmead Health Precinct · Commercial uses, such as commercial offices and retail · Land within the Cumberland Hospital (west), used for in-patient accommodation · Infrastructure, including roads.
Temporary lease of land would also be required for construction. This includes land within the Cumberland Hospital (west).
Summary of impacts
Table 5.1 summarises potential benefits and impacts of the project’s construction on the social environment and communities in the Westmead precinct, while Table 5.2 summarises potential benefits and impacts of the project’s operation. The tables show the level of impact significance without mitigation. For completeness, the tables also show the level of significance with the mitigation and management measures as identified in section 6. Where relevant, assessment of residual impacts is also provided in section 7.
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Table 5.1 Construction benefits and impacts – Westmead precinct
Element Summary of impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation)
Social infrastructure Land – Temporary lease of land for the project would impact on Negative Moderate Moderate two properties that currently accommodate social infrastructure. This includes land used for the Hawkesbury Road construction compound, which currently accommodates the Wesley Apartments, and land within the Cumberland Hospital (west) for the Westmead compound. As indicated in section 4.6.1, the Wesley Apartments provide short-term accommodation and support for the families of children receiving treatment at The Children’s Hospital at Westmead. This use would need to relocate prior to construction. Following construction, the remaining land not required for ongoing operations would be redeveloped as the Wesley Apartments. The land used for a construction compound with the Cumberland Hospital (west) comprises an open space area next to the Willow and Jarrah cottages. This land is used for informal parking for hospital staff. Use of this area would be temporarily disrupted during construction, requiring hospital staff to find alternative parking elsewhere. Following construction, this area would be reinstated as open space.
Noise – Without mitigation, construction noise, light spill, dust, Negative High Moderate vibration and construction traffic may temporarily impact on the amenity, use and enjoyment of some social infrastructure closest to construction compounds and works. This includes Western Sydney University (Westmead) (parts of which will be occupied from June 2018), health and medical facilities at Hawkesbury Road, the Uniting Church Westmead, Westmead Medical Research Foundation, accommodation for patients undergoing treatment at hospitals, and facilities within the Westmead Health Precinct. Consultation with the Westmead Health Precinct for this assessment also identified issues about potential vibration impacts on sensitive equipment within the Children’s Medical Research Institute and Westmead Institute for Medical Research. Concerns were also raised about potential impacts on the sleep research facility within the Westmead Institute for Medical Research at Hawkesbury Road. Further discussion about construction noise and vibration impacts on these uses is provided in Chapter 11 of the Environmental Impact Statement. Without mitigation, increased noise from construction activities within Hawkesbury Road may temporarily disrupt some weekday activities at the Westmead Uniting Church. As indicated in section 4.6.1, the church is an important meeting place for local communities, including elderly people. Impact on worship services would generally be avoided, but may occur where works are required to be undertaken outside of standard day time work hours such as weekends.
Access – Potential for temporary changes to emergency service Negative Moderate Low access due to increased construction traffic, including heavy vehicles, on local roads and changes to local road conditions and temporary diversions, particularly along Hawkesbury Road, Darcy
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Element Summary of impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation) Road, Hainsworth Street and Bridge Street. Emergency vehicle access would be maintained to the Westmead Health Precinct. This includes emergency vehicle and security access between the Cumberland Hospital east and west campuses, via the existing bridge across the Parramatta River. This was identified during consultation for this assessment as important to the functioning of the hospital.
Community health Air quality – If unmitigated, dust from construction activities has Negative Moderate Low and safety the potential to impact on the health and wellbeing of some groups within the community that may be more sensitive to changes in air quality, for example hospital patients undergoing treatment for some illnesses, children, elderly or people who suffer from asthma or other respiratory conditions. Noise and vibration – Noise and vibration from construction works near hospitals and other community facilities also has potential to impact on the health and wellbeing of some groups, for example people with mental health issues, patients undergoing treatment and elderly. In particular, noise, vibration and light-spill from construction works may cause sleep disturbance for some occupants of residential uses near to construction works. Potential noise and vibration impacts on patients of Cumberland Hospital were identified as a key issue during consultation for this assessment, with this group identified as being more sensitive to noise and vibration. Further assessment of noise and vibration impacts is provided in Chapter 11 of the Environmental Impact Statement. Transport for NSW will continue to consult with the hospital to assist in managing potential impacts on patients.
Safety – Without mitigation, potential for safety risks associated Negative Moderate Low with increased construction traffic, including heavy vehicles, on roads near hospitals and community facilities. In particular, this may impact on perceptions of safety for some people such as elderly, children and people with disability. Potential impact on pedestrian safety within the Cumberland Hospital (west) was identified as an issue during consultation for this assessment. In particular, feedback indicated that the precinct has high volumes of pedestrian traffic and concerns were raised about safety for patients, some of which may have less awareness about potential hazards. Measures would be implemented to manage potential safety risks associated with construction traffic.
Community Potential for construction works to temporarily disturb the amenity Negative Low Low cohesion of community facilities and meeting places such as the Wesley Uniting Church, potentially impacting on people’s use and enjoyment of these places.
Local amenity and During construction, adverse impacts on amenity may be Negative Moderate Low character experienced at some properties along the alignment. This is likely to have the greatest impact on occupants of residential properties immediately adjacent to the alignment at Hawkesbury Road, Hainsworth Street and through the Cumberland Hospital (west). Residential properties in this section include accommodation used by patients receiving treatment at nearby hospitals and in-patient
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Element Summary of impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation) accommodation within the Cumberland Hospital (west). People in these groups may be more sensitive to noise from the project. Impacts on night-time amenity may also be experienced where works are undertaken outside of standard day-time work hours. In particular, noise and light-spill from construction works may result in sleep disturbance for some occupants of residential uses near to construction works. This includes patients within the Acacia Building and residential cottages located next to the construction compound within the Cumberland Hospital (west). Community concerns about construction impacts on surrounding uses were identified during consultation for the project. This included concerns around potential cumulative impacts when considered in the context of other developments occurring within the precinct.
Access and Access – Temporary changes would be required to pedestrian Negative Moderate Low connectivity routes near to construction works, particularly along Hawkesbury Road and Hainsworth Street. This includes the existing pedestrian access through the proposed construction compound at Darcy Road. This may result in disruptions for pedestrians and may require some pedestrians to walk further. This would have the greatest impact on people with mobility difficulties, including elderly, children and people with disability. Changes to footpaths and public spaces may impact on perceptions of safety for some people due to such things as reduced sightlines, opportunities for casual surveillance and reduced levels of activity.
Parking – The Precinct currently has an existing high demand for Negative Moderate Moderate parking due to the presence of major community facilities such as hospitals and education uses. Construction works at Hawkesbury Road would result in the loss of some parking spaces, increasing pressure on parking in this location. Without mitigation, demand for parking by construction workers may also increase pressure on parking, potentially impacting the availability of parking for local residents, workers and visitors. This may require some people to walk further to access some properties and facilities. This would particularly impact people with mobility difficulties. The establishment of the construction compound within the Cumberland Hospital (west) would also result in the temporary loss of informal staff parking. This would require staff to find alternate parking further from the hospital or require them to use paid car parking.
Traffic – Increased traffic congestion and traffic delays due to Negative Moderate Moderate construction vehicles, including heavy vehicles, on local roads particularly along Hawkesbury Road, Darcy Road and Hainsworth Street.
Public transport – Potential impacts on existing public transport Negative Moderate Low facilities may occur near to construction works due to temporary changes to some bus stops and some bus routes, for example route 818 on Hawkesbury Road. This may result in delays and disruptions for some public transport users.
Property access – Access to properties near the proposal is Negative Low Low expected to be maintained during construction. Where temporary
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Element Summary of impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation) changes are required, suitable access arrangements would be implemented in consultation with affected property owners.
Table 5.2 Operational benefits and impacts – Westmead precinct
Element Summary of impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation)
Social infrastructure Property impact – The Project would require the acquisition of Negative High Low land within the Cumberland Hospital (west). This land currently includes five residential cottages used by hospital patients (Warratah Cottages) and an inpatients facility used (Boronia Unit) used by patients and staff. These uses would be relocated within the hospital campus prior to construction.
Access – Once operational, the project would improve public Positive Very high - transport access to regional and State significant facilities within the Westmead precinct, including the Westmead Public Hospital, The Children’s Hospital at Westmead, Cumberland Hospital and Western Sydney University (Westmead). This would have long- term beneficial impacts of users, workers and visitors of this infrastructure. The Project includes two light rail stops (Westmead Hospital and Westmead Children’s Hospital) that provide easy access for staff, patients and visitors to the hospital precinct. More direct and quicker access to the hospitals was identified as positive by community members during consultation for the project. The Westmead Terminus would also provide direct access to the Western Sydney University (Westmead), enhancing public transport access for students, staff and visitors. The Project would connect the Western Sydney University (Westmead) to other Western Sydney University campuses within the Parramatta region. This would allow improved access and connectivity for staff and students between these campuses.
Emergency access – Emergency service access would be Neutral Low - maintained to hospitals and emergency departments within the Westmead Health Precinct.
Noise and vibration – Noise and vibration from the project’s Negative Moderate Low operation has the potential to adversely impact on users of social infrastructure closest to the project. The precinct includes a range of groups that may be more sensitive to operational noise impacts, for example hospital patients. The alignment through the Cumberland Hospital (west) is located near to residential accommodation used by patients receiving treatment at the hospital. Noise and vibration from the project’s operation may impact on the amenity of this accommodation, particularly at night. Users of this accommodation may be more sensitive to noise from the project, with potential for this to cause sleep disturbance for some patients.
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Element Summary of impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation)
Community health Safety – Positive perceptions of public safety, particularly at night- Positive/ Medium Low and safety time, due to improvements in public transport access and negative enhancements in the urban environment and public domain around light rail stops. As indicated in section 4.5, night-time safety and security was identified as important during consultation for the project, particularly given the large numbers of hospital staff who work shift hours. The Westmead precinct currently has a high volume of pedestrian traffic due to the location of major hospitals, community support facilities and education uses. Reduced traffic volumes on Hawkesbury Road and Hainsworth Street and improvements to the urban environment and public domain around stations would have a positive impact on pedestrian amenity and safety within the Westmead precinct. Conversely, community concerns were raised during consultation for the project about potential safety issues for pedestrians, particularly given the large number of ‘vulnerable patients’ within this precinct. Ensuring safety for customers and other roads users, including pedestrians and cyclists, is a key principle for the project design. However, the presence of the light rail may present a new safety risk for some people or impact on perceptions of safety for some groups, for example vulnerable patients or people with mobility difficulties.
Local amenity and The Project would improve the amenity and character of the Positive High - character Precinct through enhancements to the public domain and urban environment, particularly surrounding the light rail stops. This would have beneficial impacts on the pedestrian environment and amenity of the Precinct.
During operation, adverse changes to amenity may be Negative Moderate Low experienced at some properties along the alignment, particularly during night-time operations. This is likely to have the greatest impact on occupants of residential properties immediately adjacent to the alignment at Hawkesbury Road, Hainsworth Street and through the Cumberland Hospital Precinct. Residential properties along the alignment in this section include accommodation used by patients receiving treatment at nearby hospitals as well as accommodation within the Cumberland Hospital used by patients and staff. People in these groups may be more sensitive to noise from the project. The removal of established trees along the project alignment, including within Cumberland Hospital (west) is likely to impact on community values associated with these trees and the visual and landscape amenity of this precinct.
Access and The project would improve access and connectivity for local and Positive Very high - connectivity regional communities to employment, services and facilities in the precinct, as well as access for local residents to the wider Parramatta region. This would have a long-term positive impact.
Road access – The Project would include changes to road Negative Moderate Low access, including changing Hawkesbury Road to one-way (northbound) and removing right turns from Hawkesbury Road, apart from Caroline Street. This would require changes to local
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Element Summary of impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation) connectivity and may require some motorists to travel further to reach their properties or other key destinations. Emergency vehicle and general vehicle access would be maintained to the Westmead Health Precinct from Hawkesbury Road.
Parking – The Project would remove on-street parking along Negative Moderate Moderate Hawkesbury Road and sections of Hainsworth Street. As indicated in section 5.1.6, concerns were raised during consultation for the project about the current lack of parking in the precinct. The removal of parking may require some people to walk further to community facilities or other uses, particularly impacting people with mobility difficulties, or require the use of paid car parking.
5.2.2 Parramatta North precinct
Direct property impacts
The project would require the total or partial acquisition of 46 properties within the Parramatta North precinct, including 23 properties that would be partially acquired and 23 properties that would be wholly acquired. These properties comprise: · Residential uses · Commercial uses, such as commercial offices and retail · Community uses such as the St Patrick’s Cemetery (refer to Table 5.3) · Infrastructure, including roads and car parks.
Temporary lease of land would also be required for construction. This includes land within the Cumberland Hospital (east) and residential uses at Factory Street.
Summary of impacts
Table 5.3 summarises potential benefits and impacts of the project’s construction on the social environment and communities in the Parramatta North precinct, while Table 5.4 summarises potential benefits and impacts of the project’s operation. The tables show the level of impact significance without mitigation. For completeness, the tables also show the level of significance with the mitigation and management measures as identified in section 6. Where relevant, assessment of residual impacts is also provided in section 7.
Table 5.3 Construction benefits and impacts – Parramatta North precinct
Element Impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation)
Social Property impact – Temporary lease of land for a construction Negative Moderate Moderate infrastructure compound would impact on land within the Cumberland Hospital (east). This land currently comprises a landscaped area adjacent to the Parramatta River. Access to this part of the site would be restricted during the construction phase. Use of this land is not expected to impact on the use and functioning of the wider hospital precinct, including access for emergency vehicles and security between the east and west campuses.
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Element Impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation) The acquisition of St Patrick’s Cemetery would involve the partial acquisition of a strip of the cemetery along the Church Street frontage. This would require the clearing of trees and the relocation of the fence along Church Street, but is not expected to impact on any gravesites.
Amenity –Construction noise, dust, vibration and construction traffic Negative High Moderate may temporarily impact on the amenity of some social infrastructure closest to construction compounds and works. This includes health and community support facilities within the Cumberland Hospital (east), St Patrick’s Cemetery, Regency Medical Centre and Parramatta North Public School. In relation to Parramatta North Public School, noise from construction activities at the Fennell Street construction compound and construction of the light rail along Church Street, may impact on the amenity of outdoor teaching areas.
Community Community health – Noise and vibration from construction works within Negative Moderate Low health and the Cumberland Hospital (east) has potential to impact on the health and safety wellbeing of some patients undergoing treatment for mental health issues. Consultation for the project indicated that people in this group may be more sensitive to the effects of noise and vibration. Increased dust from construction activities has the potential to impact on the health and wellbeing of groups within the community that may be more sensitive to changes in air quality, for example children, elderly or people who suffer from asthma or other respiratory conditions.
Road safety – Without mitigation, potential road safety issues for Negative Moderate Low pedestrians, cyclists and motorists may be associated with increased construction traffic, including heavy vehicles, within the Cumberland Hospital campus and on local roads. This includes works at Albert and Harold streets near Parramatta North Public School, which may impact on perceptions of safety for students. Measures would be implemented to manage potential safety risks associated with construction traffic.
Local If unmitigated, construction noise, dust, vibration and construction traffic Negative Moderate Low amenity and may temporarily impact on the amenity for some uses closest to character construction compounds and works, including residential uses at Factory Street and Church Street, community uses, and commercial uses at Church Street. This may impact on the use and enjoyment of these properties for some occupants. In particular, light spill and noise from construction areas or night works may impact on the night-time amenity for occupants of residential uses impacting on liveability and possibly resulting in sleep disturbance for some residents.
Access and Road access – Increased traffic congestion and delays due to Negative Moderate Low connectivity increased construction vehicles and/ or traffic lane closures, particularly along Church Street (north of Factory Street) and O’Connell Street, and from the diversion of non-local traffic from Church Street (south of Factory Street) to O’Connell Street.
Public transport access –Changes to public transport services and Negative Moderate Low facilities along Church Street near to construction activities, including possible temporary relocation of some bus stops and temporary diversions to some bus routes, resulting in delays and disruptions for bus users.
Pedestrian access – Temporary changes would be required to Negative Moderate Low pedestrian access near to construction works within the Cumberland
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Element Impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation) Hospital (east), at Factory Street, and at Church Street. This may result in temporary disruptions for some pedestrians and adverse impacts on perceptions of safety for some pedestrians, particularly within the Cumberland Hospital (east) and near Parramatta North Primary School.
Property access – Access to properties near the proposal is expected Negative Low Low to be maintained during construction. Where temporary changes are required, suitable access arrangements would be implemented in consultation with affected property owners.
Parking – Temporary loss of public parking near Church Street due to Negative Moderate Low the use of land currently used for car parking at Fennell Street as a construction compound. This may impact on customer and staff access to commercial and community uses in this area. Following construction, the construction compound would be reinstated as an at-grade car park. Without management, demand for parking by construction workers and loss of on-street parking may also impact on availability of car parking for local residents, visitors and workers. This may require some people to walk further to access services and facilities and may deter some people from using services and facilities in this area during construction.
Table 5.4 Operational benefits and impacts – Parramatta North precinct
Element Impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation)
Social Once operational, the project would improve public transport access to Positive Very high - infrastructure social infrastructure and community facilities within the Parramatta North precinct, including Cumberland Hospital (east), St Patrick’s Cemetery at Church Street, and Parramatta North Primary School. This would have long-term beneficial impacts for users, workers and visitors to these facilities.
Community Reduced traffic volumes on Church Street and improvements to the Positive High - health and streetscape and public domain along the alignment and near stations safety would have a positive impact on pedestrian amenity and safety within the Parramatta North precinct.
Changes in local traffic access and redistribution of local traffic may Negative Moderate Low impact on perceptions of safety for some community members, particularly where changes result in increased traffic volumes past sensitive uses such as residential uses (e.g. at Sorrell Street and O’Connell Street), aged care facilities (at O’Connell Street), or schools (e.g. Our Lady of Mercy College at Victoria Road).
Ensuring safety for customers and other roads users, including Negative Moderate Low pedestrians and cyclists, is a key principle for the project design. However, the presence of the light rail within the Cumberland Hospital (east) may present a safety risk or impact on perceptions of safety for some users of this site, for example hospital patients.
Local Local amenity – The project would enhance the character and amenity Positive High - amenity and of this precinct through streetscape improvements along the alignment character and near light rail stops. This includes residential areas at Factory Street and Church Street as well as commercial areas in Church Street.
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Element Impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation)
Loss of trees – The project may require the loss of some established Negative Moderate Moderate trees along the alignment, adversely changing the landscape amenity of some locations within the precinct and potentially impacting on any community values associated with these trees. The proximity of the light rail to heritage buildings and places may also impact on community values associated with the precinct’s heritage. Potential impacts of the project on local heritage values were raised as a concern during consultation for the project.
Night-time amenity – During operation, adverse changes to amenity Negative Moderate Low may be experienced at some properties along the alignment, particularly during night-time operations. This is likely to have the greatest impact on occupants of residential properties immediately adjacent to the alignment at Factory Street and Church Street.
Access and The project would improve access and connectivity for local and regional Positive Very high - connectivity communities to employment, services and facilities in the precinct, as well as access for local residents to the wider Parramatta region. This would have a long-term positive impact.
Road access – The project would include changes to road access, Negative Moderate Low including changes to some intersections at Factory Street to restrict right turn movements, and reconfiguration of existing traffic lanes on Church Street. This would require changes to local connectivity and may require some motorists to travel further to reach some destinations. The potential for the removal of traffic lanes to increase congestion was identified as a concern during consultation for the project. The project would also remove on-street parking along Factory Street and Church Street, which may require some people to walk further to some services and facilities along the alignment.
5.2.3 Parramatta CBD precinct
Direct property impacts
The project would require the total or partial acquisition of 29 properties within the Parramatta CBD precinct, including 28 properties that would be partially acquired and 1 property that would be wholly acquired. These properties comprise: · Commercial uses, such as commercial offices and retail · Open space uses.
Temporary lease of land would also be required for construction. This mainly includes vacant land or land that has been identified for permanent light rail infrastructure.
Summary of impacts
Table 5.5 summarises potential benefits and impacts of the project’s construction on the social environment and communities in the Parramatta CBD precinct, while Table 5.6 summarises potential benefits and impacts of the project’s operation. The tables show the level of impact significance without mitigation. For completeness, the tables also show the level of significance with the mitigation and management measures as identified in Chapter 6. Where relevant, assessment of residual impacts is also provided in Chapter 7.
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Table 5.5 Construction benefits and impacts – Parramatta CBD precinct
Element Impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation)
Social Property impact – The construction of the Prince Alfred Square stop Negative Moderate Moderate infrastructure would temporarily impact on a small area of the park along the Church Street boundary, which currently includes landscaped open space. Access to this area would be temporarily disrupted during construction, although other areas of the park would be accessible during construction. Following construction, that section of the park not required for permanent infrastructure would be reinstated. Noise and amenity from construction works and the presence of construction infrastructure may temporarily reduce amenity for park users, potentially impacting their use and enjoyment. As indicated in section 4.4, the park is an important venue for community events. If unmanaged, construction activities for the Light Rail stop may temporarily impact on the functioning of some events, for example due to noise and dust from construction activities, changes in access, and land availability.
Amenity – If unmitigated, construction noise, dust, vibration and Negative Moderate Low construction traffic may temporarily impact on the amenity of some social infrastructure closest to construction compounds and works. This includes Prince Alfred Square, Riverside Theatre, University of New England Parramatta campus, Leigh Memorial Uniting Church, Western Sydney University Parramatta CBD campus, Arthur Phillip High School, Parramatta Public School, Robin Thomas Reserve, St Ioannis Greek Orthodox Church and Queen’s Wharf Reserve at George Street. In relation to Arthur Phillip High School and Parramatta Public School, noise from construction activities at Macquarie Street and for Parramatta Square stop may impact on the amenity of outdoor teaching areas and classrooms along Macquarie Street.
Riverside Theatres – Without mitigation, construction noise and Negative Low Low vibration associated with works along Church Street and Lennox Bridge may temporarily impact on events and performances at Riverside Theatres.
Community Dust impacts – Without mitigation, dust from construction activities near Negative Low Low health and Arthur Phillip High School and Parramatta Public School may impact on safety the health and wellbeing of students who may suffer from asthma or other respiratory conditions. This is likely to have the greatest risk during the use of outdoor facilities such as sports grounds, and outdoor teaching areas. If unmanaged, dust from construction activities may also impact on the health and wellbeing of children using sporting facilities at Robin Thomas Reserve.
Road safety – Increased construction traffic and the presence of Negative Moderate Low construction works in Macquarie Street may also impact on perceptions of safety for children and students at Arthur Phillip High School and Parramatta Public School. In particular, potential safety risks may be associated with the movement of students between school facilities located north of Macquarie Street (e.g. sporting grounds) and during school drop-off and pick-up times. Measures would be implemented to manage potential safety risks associated with construction traffic.
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Element Impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation)
Pedestrian safety – Without mitigation, potential safety risks associated Negative Moderate Low with changes to pedestrian routes near construction works and increased construction traffic, including heavy vehicles, through retail areas at Church Street and Macquarie Street, and near community facilities such as Prince Alfred Square, Leigh Memorial Uniting Church, Arthur Phillip High School and Parramatta Public School, and Robin Thomas Reserve. In particular, this may impact on perceptions of safety for some people such as elderly, children and people with disability.
Impacts on homeless people – As indicated in section 4.2.3, concerns Negative Moderate Moderate were raised during consultation for the project about potential impacts of construction on homeless people sleeping rough and outreach services for this group, particularly from works near to Prince Alfred Square and within the Parramatta CBD. The presence of construction activities and increased noise from construction works may impact on amenity and perceptions of safety for people in this group and may temporarily displace some homeless people from these areas. This may also require changes to the outreach services provided to homeless people in these locations. A homeless engagement strategy would be implemented in accordance with the NSW Government’s Protocol for Homeless People in Public Places.
Community Potential for construction works to temporarily disturb amenity of some Negative Low Low cohesion community facilities and meeting places, such as Prince Alfred Square, Leigh Memorial Uniting Church and St Ioannis Greek Orthodox Church. This may impact on people’s use and enjoyment of these places. Community concerns were also raised during consultation for the project for construction works to impact on activities in the CBD such as the weekly Farmer’s Market at Centenary Square.
Local If unmitigated, construction noise, dust, vibration and construction traffic Negative Moderate Low amenity and may temporarily impact on the amenity for some uses closest to character construction compounds and works, including community facilities along the alignment, and commercial uses at Church Street.
Access and Pedestrian access – Temporary changes would be required to Negative Moderate Low connectivity pedestrian routes near to construction works, including within commercial areas along Church Street and Macquarie Street. This may result in disruptions for pedestrians and may require some pedestrians to walk further to access some destinations.
Road access – Increased traffic congestion and delays due to Negative Moderate Moderate increased construction vehicles and temporary changes or traffic lane closures, particularly along Church Street and Macquarie Street.
Property access – Access to properties near the proposal is expected Negative Low Low to be maintained during construction. Where temporary changes are required, suitable access arrangements would be implemented in consultation with affected property owners.
Public transport access – Potential changes to public transport Negative Moderate Low services and facilities along Church Street and Macquarie Street near to construction activities, including possible temporary relocation of some bus stops and temporary diversions to some bus routes, resulting in delays and disruptions for bus users.
Parking – Demand for parking by construction workers and loss of on- Negative Low Low
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Element Impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation) street parking may impact on availability of car parking for visitors and workers to the Parramatta CBD. This may require some people to walk further to access services and facilities and may deter some people from using services and facilities in this area during construction.
Table 5.6 Operational benefits and impacts – Parramatta CBD precinct
Element Impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation)
Social Property impact – The Prince Alfred Square stop would directly impact Negative High Moderate infrastructure a small area of land within Prince Alfred Square, located at Church Street. This would result in changes to the existing landscaped spaces in this section of the park. This is not expected to impact on the long-term use or functioning of the park, although may impact on community values associated with the heritage of the park. The light rail alignment would also impact on a small area of land along Harris Street, within Robin Thomas Reserve. This would require the removal of a number of established fig trees along the western edge of the reserve (refer to local character and amenity below).
Improved access – Once operational, the project would improve public Positive Very high - transport access to local and regional social infrastructure and community facilities within the Parramatta CBD precinct, including Prince Alfred Park, Riverside Theatre, Western Sydney University Parramatta CBD campus, Arthur Phillip High School, Parramatta Public School. This would have long-term beneficial impacts for users, workers and visitors to this infrastructure.
Amenity impacts – Noise and vibration from the project’s operation has Negative Moderate Low the potential to adversely impact on users of social infrastructure closest to the project. Further information on potential noise and vibration impacts is provided in Chapter 13 of the Environmental Impact Statement.
Community Amenity – Reduced traffic volumes on Church Street and Macquarie Positive High - health and Street, and improvements to the streetscape and public domain along safety the alignment and near stations, including the creation of a light rail priority zone on Church Street, between Lennox Bridge and Macquarie Street, would have a positive impact on pedestrian amenity and safety within the Parramatta CBD precinct.
Road safety – Changes in local traffic access and redistribution of local Negative Moderate Low traffic may impact on perceptions of safety for some community members, particularly where changes result in increased traffic volumes past sensitive uses such as residential uses. Community concerns were also raised during consultation for the project about increased crime and anti-social behaviour, particularly at night-time, due to the closure of some roads to traffic.
Safety – Ensuring safety for customers and other roads users, including Negative Moderate Low pedestrians and cyclists, is a key principle for the project design. However, the presence of the Light Rail within the Parramatta CBD and near facilities such as schools at Macquarie Street and Robin Thomas
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Element Impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation) Reserve, may impact on perceptions of safety for some users. This is most likely to impact on perceptions of safety for groups such as children, elderly and people with disability.
Local Amenity – The Project would improve the amenity and character of the Positive High - character Precinct through enhancements to the public domain and urban and amenity environment, particularly surrounding the Light Rail stops. This would have beneficial impacts on the pedestrian environment and amenity of the Precinct.
The removal of established trees along the project alignment, including Negative High Moderate at Robin Thomas Reserve, is likely to impact on community values associated with the visual and landscape amenity of these areas.
During operation, adverse changes to amenity may be experienced at Negative Moderate Low some properties along the alignment, including Riverside Theatre and schools at Macquarie Street. Further information on potential noise and vibration impacts on these uses is provided in Chapter 13 of the Environmental Impact Statement.
Access and Public transport access – During operation, the project would improve Positive Very high - connectivity public transport access and connectivity to employment, services and facilities within the Parramatta CBD. This would have a long-term positive impact for residents, businesses, workers and visitors.
Road access – The project would include changes to road access, Negative High Moderate including reconfiguration of traffic lanes and restrictions of traffic on Macquarie and Church streets, and changes in some accesses. This would require changes to local connectivity and may require some motorists to travel further to reach some destinations. The potential for the removal of traffic lanes to increase congestion was identified as a concern during consultation for the project. The project would also remove on-street parking along Macquarie Street and sections of George Street, which may require some people to walk further to some services and facilities along the alignment.
5.2.4 Rosehill and Camellia precinct
Direct property impacts
The project would require the total or partial acquisition of 34 properties within the Rosehill and Camellia precinct, including 28 properties that would be partially acquired and 6 properties that would be wholly acquired. These properties mainly comprise commercial and residential uses or existing infrastructure.
Temporary lease of land would also be required for construction.
Summary of impacts
Table 5.7 summarises potential benefits and impacts of the project’s construction on the social environment and communities in the Parramatta CBD precinct, while Table 5.8 summarises potential benefits and impacts of the project’s operation. The tables show the level of impact significance without mitigation. For completeness, the tables also show the level of significance with the mitigation and management measures as identified in section 6. Where relevant, assessment of residual impacts is also provided in section 7.
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Table 5.7 Construction benefits and impacts – Rosehill and Camellia precinct
Element Impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation)
Social Amenity impacts – If unmitigated, construction noise, dust, vibration Negative Moderate Low infrastructur and construction traffic may temporarily impact on the amenity of some e social infrastructure closest to construction compounds and works. This includes Rosehill Bowling Club.
Community Dust impacts – Increased dust from construction activities has the Negative Low Low health and potential to impact on the health and wellbeing of groups within the safety community that may be more sensitive to changes in air quality, for example children, elderly or people who suffer from asthma or other respiratory conditions. This is likely to be important for works near sensitive uses such as residential uses at George Street and Tramway Avenue, and near to Rosehill Bowling Club.
Amenity impacts – Without mitigation, construction noise, dust and light Negative Moderate Low spill from the Alfred Street construction compound and works at George Street and Tramway Avenue, may impact on the health and wellbeing of some nearby residents. This impact is most likely to occur where night- time works result in sleep disturbance over extended periods of time or where construction activities create extended periods of high noise or dust levels.
Road safety – Potential road safety issues for pedestrians, cyclists and Negative Moderate Low motorists associated with increased construction traffic, including heavy vehicles on local roads. This includes works at George Street and Tramway Avenue. Measures would be implemented to manage potential safety risks associated with construction traffic.
Local If unmitigated, construction noise, dust, vibration and construction traffic Negative Moderate Low amenity and may temporarily impact on the amenity for some residents closest to character construction compounds and works, including residential uses at George Street and Tramway Avenue. This may impact on the use and enjoyment of these properties for some occupants. In particular, light spill and noise from construction compounds or night works may impact on the night-time amenity for occupants of residential uses impacting on liveability for some residents.
Access and Increased construction traffic and temporary changes to local access Negative Moderate Low connectivity and connectivity due to construction works on local roads, such as George Street, Harris Street and Noller Parade, may result in delays and disruptions for some road users. Demand for worker parking near to construction compounds and other work areas may impact on the availability of parking for local residents, workers and visitors.
Property access – Access to properties near the proposal is expected Negative Low Low to be maintained during construction. Where temporary changes are required, suitable access arrangements would be implemented in consultation with affected property owners.
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Table 5.8 Operational benefits and impacts – Rosehill and Camellia precinct
Element Impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation)
Social Once operational, the project would improve public transport access to Positive High - infrastructure social infrastructure and community facilities within the Rosehill and Camellia precinct, including the Rosehill Gardens Racecourse. This would have long-term beneficial impacts for users, workers and visitors to this infrastructure.
Community Safety – Ensuring safety for customers and other roads users, including Negative Low Low health and pedestrians and cyclists, is a key principle for the project design. safety However, the presence of the light rail within George Street and Tramway Avenue may present a safety risk or impact on perceptions of safety for some communities in this area, for example surrounding residents.
Active transport – The provision of an active transport link along the Positive High - existing railway corridor would enhance safety for pedestrians and cyclists within the precinct. This would also support improved levels of physical activity by encouraging increased walking and cycling.
Local Amenity – The project would enhance the character and amenity of this Positive High - amenity and precinct through streetscape improvements along the alignment and character near Light Rail stops. This includes residential areas at George Street and Tramway Avenue. The provision of an active transport link along the existing railway corridor would also impact positively on amenity and character for communities in this precinct, through improved connectivity and access to communities and facilities.
Loss of trees – The project may require the removal of some Negative Low Low established vegetation within the existing road corridor at George Street and Tramway Avenue to accommodate surface infrastructure. This may impact on any community landscape and amenity values associated with this vegetation.
Access and The project would improve access and connectivity to communities, Positive High - connectivity employment, services and facilities in the precinct. This includes existing uses such Rosehill Gardens Racecourse, and future development and facilities within the Camellia Precinct.
Active transport link – The provision of an active transport link along Positive High - the existing railway corridor would improve access and connectivity for pedestrians and cyclists to communities and facilities within the precinct. This would encourage increased walking and cycling, supporting improved mode share.
Removal of Carlingford Line – The removal of the Carlingford Line and Negative High Moderate closure of railway stations would impact on public transport access for communities and users of facilities in some sections of the study area, particularly between Parramatta Road and Grand Avenue. As indicated in section 4.6.4, the Rosehill and Camellia Precinct has relatively high proportions of people who travel to work by train, compared to NSW. While some people within the Rosehill and Camellia that currently use the train for travel to work would use the light rail, it is likely that some people may be deterred from using the light rail due to the distance from stops.
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5.2.5 Carlingford precinct
Direct property impacts
The project would require the acquisition of 10 properties within the Carlingford precinct, all of which would be partially acquired. Temporary lease of land would also be required for construction compounds. This includes land within the Western Sydney University Parramatta campus and land within the Vineyard Creek Reserve at Kissing Point Road.
Summary of impacts
Table 5.9 summarises potential benefits and impacts of the project’s construction on the social environment and communities in the Carlingford precinct, while Table 5.10 summarises potential benefits and impacts of the project’s operation. The tables show the level of impact significance without mitigation. For completeness, the tables also show the level of significance with the mitigation and management measures as identified in section 6. Where relevant, assessment of residual impacts is also provided in section 7.
Table 5.9 Construction benefits and impacts – Carlingford precinct
Element Impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation)
Social Property impact – Temporary lease of land for a construction Negative Moderate Moderate infrastructure compound would impact on land within the Western Sydney University Parramatta campus. This land currently comprises a landscaped area adjacent to the Parramatta River. Access to this part of the site would be restricted during the construction phase, although is not expected to impact on the use and functioning of the wider university campus. A construction compound would also be located within the Vineyard Creek Reserve at Kissing Point Road. Access to this part of the reserve would be temporarily restricted during construction. Following construction, this would be reinstated for open space and is not expected to impact on the ongoing use of the reserve.
Amenity – Without mitigation, construction noise, dust, vibration and Negative Moderate Low construction traffic may temporarily impact on the amenity of some social infrastructure closest to construction compounds and works. This includes Winjoy Reserve from works associated with the Dundas construction compound; Western Sydney University Early Learning Centre; Carlingford West Kindergarten, Carlingford library and Carlingford Scout hall from the Carlingford construction compound. This may impact on the use and amenity of these facilities. The presence of construction infrastructure and construction traffic may also impact on perceptions of safety for children using these facilities. In relation to the Western Sydney University Early Learning Centre, noise from construction activities at the Parramatta River Bridge (north) construction compound and along the existing railway corridor, may impact on the amenity of outdoor teaching and play areas. Increased construction traffic and the presence of construction works in this area may also impact on perceptions of safety for children. Noise from construction activities may also impact on the use of the library within the university campus, which operates 24 hours a day during the semester period. Consultation for the project identified particularly concerns about potential impacts prior to exam periods when student use of the library increases.
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Element Impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation)
Community Health and wellbeing – Without mitigation, construction noise, dust and Negative Moderate Low health and light spill from construction compounds and construction works within safety the railway corridor, may impact on the health and wellbeing of some nearby residents. This impact is most likely to occur where night-time works result in sleep disturbance over extended periods of time or where construction activities create extended periods of high noise or dust levels. Increased dust from construction activities has the potential to impact users of the Western Sydney University Early Learning Centre.
Road safety – Potential road safety issues for pedestrians, cyclists and Negative Moderate Low motorists associated with increased construction traffic, including heavy vehicles, on local roads and within the Western Sydney University Parramatta campus, particularly near to the Western Sydney University Early Learning Centre. This includes community facilities near the Carlingford construction compound, and community and retail uses near the Dundas construction compound.
Local If unmitigated, construction noise, dust, vibration and construction traffic Negative Moderate Low amenity and may temporarily impact on the amenity for some uses closest to character construction compounds and works, including residential, commercial and community along the existing railway corridor and near construction compounds. This may impact on the use and enjoyment of these properties for some occupants. In particular, light spill and noise from construction compounds or night works may impact on the night-time amenity for occupants of residential uses impacting on liveability for some residents.
Access and Public transport – Removal of train services along the existing railway Negative High Moderate connectivity corridor prior to construction may temporarily impact on public transport access for communities and facilities within this precinct, resulting in increased travel times for some commuters.
Pedestrian and cycle access – Temporary change would be required Negative Moderate Low to pedestrian routes near to construction compounds and construction works. This may result in temporary disruption for some pedestrians and adverse impacts on perceptions of safety for some pedestrians, particularly near to local centres (e.g. at Dundas) and community facilities, for example near the Carlingford construction compound. The Parramatta River Bridge (north) construction compound may temporarily reduce access for pedestrians and cyclists on the shared pathway along the river.
Parking – Demand for worker parking on streets near to construction Negative Low Low compounds may impact on the availability of parking for local residents and visitors.
Property access – Access to properties near the proposal is expected Negative Low Low to be maintained during construction. Where temporary changes are required, suitable access arrangements would be implemented in consultation with affected property owners.
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Table 5.10 Operational benefits and impacts – Carlingford precinct
Element Impact Nature of Impact Impact impact significance significance (without (with mitigation) mitigation)
Social Once operational, the project would improve public transport access to Positive High - infrastructure Western Sydney University Parramatta campus and connections between the campuses. This would have long-term beneficial impacts for users, workers and visitors to this infrastructure.
Noise and vibration from the project’s operation has the potential to Neutral Low - impact on users of social infrastructure closest to the project, including the Western Sydney University Early Learning Centre. It is likely that this centre currently experiences high noise levels from the existing heavy rail corridor.
Community The provision of an active transport link along the existing railway Positive High - health and corridor would enhance safety for pedestrians and cyclists within the safety precinct. This would also support improved levels of physical activity by encouraging increased walking and cycling.
The removal of the heavy rail services may help to enhance perceptions Positive Moderate - of safety for communities within this precinct.
Local The project would enhance the character and amenity of this precinct Positive High - amenity and through the removal of the heavy rail and streetscape improvements character near Light Rail stops. The provision of an active transport link along the existing railway corridor would also impact positively on amenity and character for communities in this precinct, through improved connectivity and access to communities and facilities.
Access and The project would improve access and connectivity to communities, Positive High - connectivity employment, services and facilities in the precinct. This includes existing uses such as Western Sydney University Parramatta campus. During consultation for the project, residents in the precinct identified increased peak hour services as a benefit for public transport access. Community members also identified improved access to leisure activities within the wider Parramatta region as a benefit of the project.
The provision of an active transport link along the existing railway Positive High - corridor would improve access and connectivity for pedestrians and cyclists to communities and facilities within the precinct. This would encourage increased walking and cycling, supporting improved mode share.
Removal of Carlingford Line – The removal of the Carlingford Line Negative Medium Low may impact on public transport access for some public transport users. In particular, existing train commuters travelling to the Sydney CBD would be required to change between light rail and train at Parramatta or use alternate transport such as bus. The removal of the Carlingford Line would also remove direct access for communities in Carlingford to Rosehill and Clyde. This may increase travel time for some public transport users and potentially deter some people from using the light rail due to its perceived inconvenience.
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6. Environmental mitigation and management measures
This section provides an overview of the measures to manage the social impacts of the project’s construction and operation. It provides an overview of the broad objectives for management of social impacts, as well as key strategies for addressing various issues.
The outcome for the management of social impacts is to avoid, or minimise and mitigate impacts on the social environment from the construction and operation of the project. Broad outcomes that would be achieved through: · Implementation of environmental management measures, for example noise and dust mitigation, and traffic management strategies · Early and ongoing consultation and communication to ensure local and regional communities, businesses, transport users and managers of community facilities are informed about the project’s construction and operation.
The recommended measures to mitigate or manage social impacts of the project’s construction and operation are summarised in Table 6-1.
Table 6-1 : Summary of environmental management measures
Impact Environmental management measures Responsibility Timing
General impacts A Community Engagement Plan would be prepared to Construction contractor Construction guide community engagement during the construction and Transport for NSW phase of the project. Communication would be with the local community, stakeholders and the wider region
Place Managers dedicated to each precinct will be Transport for NSW Pre-construction/ available during the lead up to construction and during construction 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
Areas affected by construction would be reinstated Construction contractor Construction and restored in accordance with the urban design and landscape strategy.
A strategy for engaging with homeless people during Construction contractor / Pre-construction construction would be prepared in collaboration with Transport for NSW the Parramatta Region Homelessness Interagency group and in accordance with the NSW Government’s Protocol for Homeless People in Public Places: Guidelines for Implementation (May 2013), outlining protocols for engaging with homeless people and service providers
Noise and vibration Mitigation measures specific to construction noise and Refer to Chapter 17 of Refer to Chapter 17 of during construction and vibration can be found in Chapter 17 of the the Environmental Impact the Environmental Impact operation Environmental Impact Statement. Statement. Statement.
Air quality during Mitigation measures specific to construction air quality Refer to Chapter 17 of Refer to Chapter 17 of construction and can be found in Chapter 17 of the Environmental the Environmental Impact the Environmental Impact operation Impact Statement. Statement. Statement.
Property acquisition Provide appropriate compensation in accordance with Transport for NSW Pre-construction the (NSW) Land Acquisition (Just Terms
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Impact Environmental management measures Responsibility Timing Compensation) Act 1991 and the 2016 policy reforms (refer to https://landacquisition.nsw.gov.au/) for properties and businesses to be partially or fully acquired for the project.
Consult with managers of Wesley Apartments and Transport for NSW Pre-construction Cumberland Hospital about potential support in relation to the relocation of affected accommodation facilities and rehabilitation of impacted areas following construction.
Mitigation measures specific to property impacts can Refer to Chapter 17 of Refer to Chapter 17 of be found in Chapter 17 of the Environment Impact the Environmental Impact the Environmental Impact Statement. Statement. Statement.
Social infrastructure Undertake ongoing consultation in accordance with Transport for NSW/ Pre-construction, the Community Engagement Plan with managers of Construction contractor construction community facilities near the project about potential impacts and proposed management measures. These include (but not limited to): · Westmead Hospital, The Children’s Hospital at Westmead, Cumberland Hospital · Western Sydney University, including the Western Sydney University Early Learning Centre · Schools, such as Catherine McAuley Catholic Girl’s School, Parramatta Marist High School, Mother Teresa Primary Westmead, Parramatta North Public School, Arthur Phillip High School, Parramatta Public School · Rosehill Bowling Club · Managers of Prince Alfred Square, Robin Thomas Reserve.
Access and connectivity Undertake ongoing consultation and communication Construction contractor Construction with local communities about changes to public transport and local pedestrian and cycle access, including through signage, public notices and provision of regular updates to user groups.
Ensure planning for the temporary full or partial Construction contractor Construction closure of local and regional roads in the study area considers the timing of major events within the study area, for example those at Rosehill Gardens Racecourse, Parramatta Park, and Prince Alfred Square.
Access for pedestrians and cyclists near construction Construction contractor Construction works would be maintained, including consideration of pedestrian access needs for elderly people, children and people with disability
Provide alternate public transport access (i.e. buses) Transport for NSW Construction for communities along the existing Carlingford Railway corridor.
Additional mitigation measures specific to Traffic and Refer to Chapter 17 of Refer to Chapter 17 of Transport can be found in Chapter 17 of the the Environmental Impact the Environmental Impact Environmental Impact Statement. Statement. Statement.
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7. Residual impacts
The environmental mitigation and management measures identified in section 5.2.1 are expected to reduce potential social impacts of the project’s construction and operation to an acceptable level. However, it is expected that some residual impacts would remain following implementation of management measures. It is likely that these would be relatively minor in the context of the project as a whole. A summary of these residual impacts is presented below, including reasoning as to why avoidance or mitigation of these impacts would not be achieved.
7.1 Construction
Potential residual impacts that may occur as a result of construction include: · Temporary impacts on local amenity for some residents and users of community facilities near to the project, due to increased noise, dust and construction traffic. Overall, these impacts are expected to be managed to an acceptable level, although some people or groups may experience impacts that affect the use or enjoyment of properties near the project. This includes people with health issues or who are currently undergoing treatment at local hospitals. · Temporary impacts on patients of the Cumberland Hospital due to increased noise and vibration from construction activities. Consultation for the project identified that some people suffering mental health issues may be more sensitive to issues such as construction noise and vibration. · Temporary displacement of homeless people sleeping rough due to construction activities at Prince Alfred Square and within the Parramatta CBD. The presence of construction activities and increased noise from construction works may impact on amenity and perceptions of safety for people in this group, and may require some people to find alternative locations. These impacts would need to be managed in collaboration with service providers, including the Parramatta Regional Homelessness Interagency group. · Impacts on the availability of parking for employees, residents and visitors within the Westmead precinct, due to the existing high demand for parking in this area from the presence of major community facilities. · Temporary changes to traffic and access, including for pedestrians, cyclists and motorists near to construction works. This may result in delays and disruptions for motorists and temporary changes to accessibility for pedestrians and cyclists. This may require some people to travel further to reach their destination. This would be necessary for safety.
7.2 Operation
Potential residual impacts that may occur during the project’s operation may include: · Impacts on community cohesion through disruption to social networks and community relationships. This impact would be associated property acquisition for the project and would mainly relate to individuals who are required to move away from the area. It is not expected to impact on levels of community cohesion in the study area as a whole. · Permanent loss of land used for open space, community uses and residential uses, associated with acquisition of property. This would be necessary to accommodate the project design and is not expected to impact on the availability of these uses in the study area as a whole. This is also not expected to impact on the long term operation of open space and community uses.
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8. References
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Australian Bureau of Statistics (ABS) (2011c) Estimating homelessness, Census of Population and Housing. Cat. No. 2049.0, Australian Bureau of Statistics
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Australian Department of Health (2014) Australia’s Physical Activity and Sedentary Behaviour Guidelines: adults, Australian Government Department of Health, http://www.health.gov.au/internet/main/publishing.nsf/content/F01F92328EDADA5BCA257BF0001E720D/$File/ brochure%20PA%20Guidelines_A5_18-64yrs.PDF
Centre of Western Sydney (2014) Greater Western Sydney Data and Visualisation, https://www.westernsydney.edu.au/cws/gws_research accessed 16 December 2016
City of Parramatta (2013) Parramatta 2038 Community Strategic Plan, City of Parramatta Council, accessed 8 December 2016
City of Parramatta (2014) Bushwalks of Parramatta, https://www.parracity.nsw.gov.au/__data/assets/pdf_file/0011/147989/Bushwalks_of_Parramatta-2014-web.pdf, accessed 8 December 2016
City of Parramatta (2014) Parramatta Safety Plan 2014-2018, http://www.parracity.nsw.gov.au/__data/assets/pdf_file/0007/103579/ParramttaSafetyPlan2014-2018.pdf accessed 8 December 2016
Department of Family & Community Services, Housing NSW (2013) Protocol for Homeless People in Public Places: Guidelines for implementation (May 2013), NSW Government
Greater Sydney Commission (2016) Greater Parramatta to Olympic Peninsula, http://gsc-public.s3-ap- southeast-2.amazonaws.com/s3fs-public/2016_10_31_gpop_vision.pdf
NSW Department of Planning and Environment (DP&E) (2014) Plan for a Growing Sydney, NSW Government
NSW Department of Planning and Environment (DP&E) (2015) Camellia Precinct: Land Use and Infrastructure Strategy, http://www.planning.nsw.gov.au/camellia, NSW Government
NSW Department of Planning and Environment (DP&E) (2016) 2016 NSW projection data by LGA, http://www.planning.nsw.gov.au/projections, NSW Government
NSW Department of Premier and Cabinet (2011) The NSW 2021: A plan to make NSW number one. NSW Government
NSW Health (2016) NSW Population Health Survey. Centre for Epidemiology and Evidence, NSW Ministry of Health
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Transport for New South Wales (2012) NSW Long Term Transport Master Plan. Transport for NSW, NSW Government
Western Sydney University, undated, Headcount of domestic students by postcode, campus and school 2016 (1 August), unpublished data provided by Western Sydney University
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Appendix A. Evaluation matrix
A.1 Evaluation of significance
The evaluation of significance used for this assessment considered the nature of the impact as well as the level of significance. The significance of the impact was determined by consideration of the: · Consequence of the impact, based on the extent, duration and severity of the impact · Likelihood, or probability of the impact occurring.
The nature of the impacts may be: · Positive – impacts have a positive or uplifting effect on the project-affected community and stakeholders and/ or the quality of life of affected individuals, households or the community is improved · Negative – impacts have a negative or oppressive effect on the project-affected community and stakeholders and/ or the quality of life of affected individuals, households or the community is diminished · Neutral – impacts are neither positive nor negative in nature.
A.2 Consequence
The consequence of the impact refers to the degree of benefit or social cost associated with the impact. The criteria for predicting consequence in social impact assessment can include: · Extent or scale of the impact (refer to Table A.1) · Duration/ reversibility of the impact (refer to Table A.2) · Severity of the impact (refer to Table A.3).
Criteria assessing consequences are set out in Table A.1 to Table A.3. The consequence of an impact is assessed as the extent plus duration plus severity.
Table A.1 : Extent of impact
Category Description
Site specific Property owners, near neighbours, businesses and social infrastructure immediately adjacent to the project
Areas near the project Residents, businesses or local communities in or near to the study area
Regional Substantially beyond the study area (e.g. Greater Western Sydney region, Sydney Metropolitan Area)
State New South Wales
National or international Australia or overseas
Table A.2 : Duration of impacts
Category Description
Short term Effect likely to occur for less than 12 months
Short-medium term Effect likely to occur between 1-5 years
Medium term Effect likely to occur between 5-25 years
Long term Effect likely to occur between 25-50 years
Permanent/ irreversible Effect likely to occur for more than 50 years
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Table A.3 : Severity of impact
Category Description
Negligible Negligible impact/ improvement to quality of life and/ or the social environment, effect on local populations unlikely to be detectable (i.e. by more than a few individuals), repairable over time
Low Minor changes to the social environment and unlikely to have any significant impact/ benefit on quality of life or social conditions, effect may be detectable but minor and easily reversible over time
Moderate Moderate benefit/ impact on quality of life or social conditions, social environment altered but systems continue to function
High Effect is likely to have a large, but temporary impact/ benefit on quality of life or social conditions and/ or likely to affect vulnerable groups, serious social issues/ temporary cease of systems functioning
Very high Effect is likely to have a negative affect/ significant positive and enduring impact on a large proportion of the catchment population and quality of life or social conditions, irreparable damage to/ destruction of highly valued items of great social significance, or complete breakdown of social order
A.3 Likelihood
The likelihood descriptors used for this assessment are described in Table A.4.
Table A.4 : Likelihood of impact
Category Description
Rare Chance of impact occurring is nearly impossible
Unlikely Less than 10 per cent chance of impact occurring
Possible 10-50 per cent chance of impact occurring
Probable 50-90 per cent chance of impact occurring
Almost certain Greater than 90 per cent chance of impact occurring
A.4 Overall significance
Table A.5 : Overall significance
Score Category
76 and over Very high
51-75 High
26-50 Medium
0-25 Low Note: normalised to a percentage score
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Appendix B. Population and demographic data
Table A.1 : Need for assistance, 2011
Location People with need for assistance (number) Proportion of population (%)
Northmead 795 4.6
North Parramatta 1,141 5.6
Parramatta – Rosehill 718 3.2
Ermington – Rydalmere 1,112 5.8
Oatlands – Dundas Valley 686 4.4
Carlingford 738 3.0
Study area 5,190 4.3
Greater Sydney 192,325 4.4
New South Wales 338,362 4.9 Source: Based on ABS 2011a
Table A.2 : Travel to work, 2011
Mode of travel Study Area Greater Sydney New South Wales
One method:
Train 11.8 9.1 6.2
Bus 4.8 5.2 3.7
Ferry 0.1 0.3 0.2
Taxi 0.2 0.3 0.2
Car, as driver 52.7 53.7 57.6
Car, as passenger 4.4 4.5 5.0
Truck 0.7 1.1 1.2
Motorbike/scooter 0.5 0.6 0.6
Bicycle 0.4 0.8 0.7
Other 0.4 0.5 0.5
Walked only 4.6 4.1 4.1
Total one method 80.5 80.2 80.2
Two methods:
Bus and one other method 0.6 0.5 0.4
Other two methods (e.g. train, 6.0 4.1 2.8 ferry, car)
Three methods 0.4 0.5 0.5
Worked at home/ did not go to 0.9 0.6 0.4 work
Total 10.3 10.1 11.1 Notes: based on employed persons aged 15 years and over Source: Based on ABS 2011a
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Table A.3 : Housing characteristics, 2011
Location Separate dwelling Semi-detached Fully owned or being Rented apartment, unit or flat purchased
Northmead 31.3 62.2 49.2 47.8
North Parramatta 20.1 72.8 43.5 53.4
Parramatta – Rosehill 12.6 80.5 33.3 63.0
Ermington – Rydalmere 65.3 28.6 64.1 33.1
Oatlands – Dundas 37.8 64.3 55.5 Valley 32.9
Carlingford 72.4 21.1 77.2 20.3
Study area 42.0 51.3 54.9 42.1
Greater Sydney 56.5 35.7 65.2 31.6
New South Wales 69.6 29.5 66.5 30.1 Source: Based on ABS 2011a
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Appendix C. Evaluation of significance
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Table C.1 : Summary of impact significance
Phase Element Summary of impact Nature of impact Impact Mitigation Impact significance (pre- significance (with mitigation) mitigation)
Westmead precinct
Construction Social Temporary lease of land at Cumberland Hospital Negative Moderate · Relocate affected accommodation and/or Moderate infrastructure (west) and Wesley Apartments provision of temporary accommodation
Impacts on amenity and sensitive equipment due to Negative High · Implementation of environmental management Moderate construction noise, light spill, dust, vibration and measures construction traffic · Consultation and communication with Cumberland Hospital about timing of construction activities that may cause high levels of dust, noise and vibration
Potential impacts on emergency vehicle access Negative Moderate · Maintain access at all times for emergency Low vehicles · implementation of traffic management measures · Consultation and communication with emergency services
Community health Potential air quality impacts and noise and vibration Negative Moderate · Implementation of environmental management Low and impacts on health and wellbeing on sensitive groups measures (e.g. patients undergoing treatment) · Consultation and communication with local hospitals about timing of construction activities that may result in high levels of dust, noise and vibration
Potential safety risks (including perceptions of Negative Moderate · Implementation of traffic management measures Low safety) due to increased construction traffic
Community Potential impact on people’s use and enjoyment of Negative Low · Implementation of traffic management measures Low cohesion community facilities and meeting places
Local amenity and Impacts on amenity at properties along the Negative Moderate · Implementation of environmental management Low character alignment, including night-time amenity measures · Minimise night-works to the extent practicable
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Phase Element Summary of impact Nature of impact Impact Mitigation Impact significance (pre- significance (with mitigation) mitigation) · Consultation and communication with affected property owners and tenants
Access and Temporary changes to pedestrian access near to Negative Moderate · Maintain access through the provision of Low connectivity construction works alternative pedestrian access · Implementation of traffic management measures
Increased pressure on parking due to construction Negative Moderate · Provide worker parking on-site Moderate works at Hawkesbury Road and demand for parking · Implement policies to encourage workers to use by construction workers alternate transport (e.g. public transport, car- pooling, cycling)
Increased traffic congestion and delays due to Negative Moderate · Implementation of traffic management measures Moderate construction vehicles
Impacts on existing public transport facilities (e.g. Negative Moderate · Provision of alternate services and facilities Low temporary changes to bus stops and routes) · Consultation and communication with commuters
Temporary changes to property access Negative Low · Consult with affected property owners where Low temporary access changes are required
Operation Social Acquisition of land within Cumberland Hospital Negative High · Relocation of uses prior to construction Low infrastructure (west)
Improved public transport access to community Positive Very high - facilities
Maintenance of emergency services access Neutral Low -
Potential for noise and vibration to impact on Negative Moderate · Implementation of noise management measures Low amenity for users of social infrastructure as required (refer to Chapter 17 of the Environmental Impact Statement)
Community health Perceptions of public safety Positive/ negative Medium · Implementation of CPTED principles, directional Low and safety signage, etc
Local amenity and Improved amenity and character through Positive High - enhancements to the public domain and urban
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Phase Element Summary of impact Nature of impact Impact Mitigation Impact significance (pre- significance (with mitigation) mitigation) character environment
Impacts on amenity due to operational noise Negative Moderate · Implementation of noise management measures Low as required (refer to Chapter 17 of the Environmental Impact Statement)
Access and Improved access and connectivity to employment, Positive Very high · - connectivity services and facilities
Changes to road access (e.g. Hawkesbury Road) Negative Moderate · Communication and consultation about Low proposed road changes prior to operation · Implementation of road signage
Removal of on-street parking along Hawkesbury Negative Moderate Moderate Road
Parramatta North precinct
Construction Social Temporary lease of land within Cumberland Hospital Negative Moderate · Reinstatement of affected area as soon as Moderate infrastructure (east) practicable following construction
Impacts on amenity due to construction noise, dust, Negative High · Implementation of environmental management Moderate vibration and construction traffic measures · Consultation and communication with Cumberland Hospital about timing of construction activities that may cause high levels of dust, noise and vibration
Community health Potential construction dust, noise and vibration Negative Moderate · Implementation of environmental management Low and safety impacts on health and wellbeing on sensitive groups measures (e.g. patients undergoing treatment) · Consultation and communication with Cumberland Hospital about timing of construction activities that may result in high levels of dust, noise and vibration
Potential road safety issues associated with Negative Moderate · Implementation of traffic management measures Low increased construction traffic and perceptions of · Communication and consultation with the school safety for students near Parramattta North Public community about construction activities
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Phase Element Summary of impact Nature of impact Impact Mitigation Impact significance (pre- significance (with mitigation) mitigation) School
Local amenity and Impacts on amenity at properties along the Negative Moderate · Implementation of environmental management Low character alignment, including night-time amenity measures · Minimise night-works to the extent practicable · Consultation and communication with affected property owners and tenants
Access and Increased traffic congestion and delays due to Negative Moderate · Implementation of traffic management measures Low connectivity increased construction vehicles, traffic lane closures and diversion of non-local traffic from Church Street
Changes to public transport services and facilities Negative Moderate · Provision of alternate services and facilities Low along Church Street (e.g. temporary relocation of · Consultation and communication with bus stops) commuters
Temporary changes to pedestrian access near to Negative Moderate · Maintain access through the provision of Low construction works alternative pedestrian access · Implementation of traffic management measures
Temporary changes to property access Negative Low · Consult with affected property owners where Low temporary access changes are required
Impacts on car parking due to construction Negative Moderate · Provide worker parking on-site Low compound at Fennell Street and increased demand · Implement policies to encourage workers to use from construction workers alternate transport (e.g. public transport, car- pooling, cycling)
Operation Social Improved public transport access to social Positive Very high - infrastructure infrastructure and community facilities
Community health Positive impact on pedestrian amenity and safety Positive High - and safety due to reduced traffic volumes on Church Street and streetscape improvements
Changes in local traffic access and redistribution of Negative Moderate · Communication and consultation about Low local traffic impacting on perceptions of safety proposed road changes prior to operation
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Phase Element Summary of impact Nature of impact Impact Mitigation Impact significance (pre- significance (with mitigation) mitigation) · Implementation of road signage
Impacts on perceptions of public safety from Negative Moderate · Implementation of CPTED principles, directional Low presence of the light rail signage, etc
Local amenity and Enhanced character and amenity of precinct due to Positive High -- character streetscape improvements
Loss of established trees along the alignment and Negative Moderate · Provide replacement plantings and landscaping, Moderate potential impacts on community values relating to including use of established trees where heritage buildings practicable
Potential impacts on night-time amenity due to Negative Moderate · Implementation of noise management measures Low operation of the light rail as required (refer to Chapter 17 of the Environmental Impact Statement)
Access and Improved access and connectivity to employment, Positive Very high - connectivity services and facilities
Changes to road access and local connectivity Negative Moderate · Communication and consultation about Low proposed road changes prior to operation · Implementation of road signage
Parramatta CBD precinct
Construction Social Temporary construction impact on Prince Alfred Negative Moderate · Minimise the construction footprint within Prince Moderate infrastructure Square Alfred Square to the extent practicable · Reinstate areas affected by construction as soon as practicable · Communication and consultation with managers of Prince Alfred Square about timing of major community events to minimise potential conflicts with events
Amenity impacts for users of community facilities Negative Moderate · Implementation of environmental management Low due to construction noise, dust and traffic measures · Consultation and communication with managers of social infrastructure about timing of
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Phase Element Summary of impact Nature of impact Impact Mitigation Impact significance (pre- significance (with mitigation) mitigation) construction activities that may cause high levels of dust, noise and vibration
Construction noise and vibration impacts on Negative Low · Implementation of environmental management Low Riverside Theatre measures · Communication and consultation with managers of the Riverside Theatre about timing of key events at the theatre
Community health Potential for dust to impact on health and wellbeing Negative Low · Implementation of environmental management Low and safety measures
Impacts on perceptions of safety for school students Negative Moderate · Implementation of traffic management measures Low due to increased construction traffic and presence of · Communication and consultation with the school construction works community about construction activities
Potential safety risks for pedestrians due to changes Negative Moderate · Implementation of traffic management measures Low in pedestrian access and increased construction traffic
Impacts on homeless people and outreach services Negative Moderate · Preparation of homeless engagement strategy Moderate to guide engagement with homeless people and service providers
Community Disruption to the use and enjoyment of some Negative Low · Implementation of environmental management Low cohesion facilities and meeting places measures
Local amenity and Impacts on amenity of properties along the Negative Moderate · Implementation of environmental management Low character alignment due to construction noise, dust, vibration measures and construction traffic
Access and Temporary changes to pedestrian access near to Negative Moderate · Maintain access through the provision of Low connectivity construction works alternative pedestrian access · Implementation of traffic management measures
Increased traffic congestion and delays due to Negative Moderate · Implementation of traffic management measures Moderate temporary road changes and traffic lane closures
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Phase Element Summary of impact Nature of impact Impact Mitigation Impact significance (pre- significance (with mitigation) mitigation)
Temporary changes to property access Negative Low · Consult with affected property owners where Low temporary access changes are required
Temporary changes to public transport services and Negative Moderate · Provision of alternate services and facilities Low facilities along Church Street and Macquarie Street · Consultation and communication with (e.g. temporary relocation of bus stops) commuters
Increased pressure on parking due to loss of parking Negative Low · Provide worker parking on-site Low from construction works and increased demand by · Implement policies to encourage workers to use construction workers alternate transport (e.g. public transport, car- pooling, cycling)
Operation Social Partial acquisition of areas of public spaces and Negative High · Minimise extent of project footprint and area of Moderate infrastructure open space (e.g. Prince Alfred Square, Robin land to be acquired Thomas Reserve), including loss of established fig · Provide replacement landscaping for trees that trees have been removed, including provision of established trees
Improved public transport access to community Positive Very high - services and facilities
Amenity impacts on social infrastructure near to the Negative Moderate · Implementation of noise management measures Low project as required (refer to Chapter 17 of the Environmental Impact Statement)
Community health Positive impacts on pedestrian amenity and safety Positive High - and safety due to reduction in traffic volumes on Church and Macquarie streets and improvements to streetscapes and public domain
Impact on perceptions of safety due to changes in Negative Medium · Consultation and communication with local Low local traffic access and redistribution of local traffic communities about road changes prior to implementation
Impacts on perceptions of public safety from Negative Moderate · Implementation of CPTED principles, directional Low presence of the light rail signage, etc
Local amenity and Enhancements to the public domain and urban Positive High -
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Phase Element Summary of impact Nature of impact Impact Mitigation Impact significance (pre- significance (with mitigation) mitigation) character environment impacting positively on the pedestrian environment and amenity
Removal of established trees at Robin Thomas Negative High · Provide replacement landscaping for trees that Moderate Reserve impacting on community values associated have been removed, including provision of with visual and landscape amenity established trees
Potential noise and vibration from the project Negative Moderate · Implementation of noise management measures Low operations impacting on amenity of some properties, as required (refer to Chapter 17 of the including schools and theatre Environmental Impact Statement)
Public transport Improved public transport access to employment, Positive Very high - and access services and facilities within the Parramatta CBD
Changes to local road access and connectivity and Negative High · Communication with local and regional Moderate increased traffic congestion due to reconfiguration of communities and motorists about access traffic lanes and restrictions of traffic on Macquarie changes and Church streets.
Rosehill and Camellia precinct
Construction Social Amenity impacts on social infrastructure (e.g. Negative Moderate · Implementation of environmental management Low infrastructure Rosehill Bowling Club) due to increased measures construction noise, dust, vibration and traffic · Consultation and communication with managers of social infrastructure about timing of construction activities that may cause high levels of dust, noise and vibration
Community health Potential impacts on community health and Negative Low · Implementation of environmental management Low and safety wellbeing due to increased dust from construction measures activities
Impact on health and wellbeing from increased Negative Moderate · Implementation of environmental management Low noise, dust and light spill from the Alfred Street measures construction compounded and construction works, · Minimise night-works to the extent practicable particularly where night works are required · Consultation and communication with affected property owners and tenants about timing of
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Phase Element Summary of impact Nature of impact Impact Mitigation Impact significance (pre- significance (with mitigation) mitigation) night-works and construction activities that may cause high levels of dust, noise and vibration
Potential road safety risks due to increased Negative Moderate · Implementation of traffic management measures Low construction vehicles
Local amenity and Impacts on amenity, use and enjoyment of Negative Moderate · Implementation of environmental management Low character properties near to construction activities due to measures increased noise, dust and construction traffic
Access and Delays and disruptions for road users due to Negative Moderate · Implementation of traffic management measures Low connectivity increased construction traffic and changes to local roads
Temporary changes to property access Negative Low · Consult with affected property owners where Low temporary access changes are required
Operation Social Improved public transport access to community Positive High - infrastructure facilities (e.g. Rosehill Gardens Racecourse)
Community health Impacts on perceptions of public safety from Negative Low · Implementation of CPTED principles, directional Low and safety presence of the light rail signage, etc
Enhanced safety for pedestrians and cyclists and Positive High - support for increased physical activity due to provision of active transport link in existing railway corridor
Local amenity and Enhanced character and amenity through Positive High - character streetscape improvements and provision of active transport link
Removal of established vegetation within the road Negative Low · Provide replacement landscaping for trees that Low corridor at George Street and Tramway Avenue have been removed, including provision of established trees
Access and Improved access and connectivity to employment, Positive High - connectivity services and facilities
Improved access and connectivity for pedestrians Positive High -
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Phase Element Summary of impact Nature of impact Impact Mitigation Impact significance (pre- significance (with mitigation) mitigation) and cyclists due to provision of active transport link
Removal of Carlingford Line impacting on level of Negative High · Provide replacement bus services Moderate public transport service for residents and workers in · Enhance pedestrian amenity to light rail stops the Rosehill and Camellia precinct from surrounding areas · Consultation and communication with commuters about proposed changes and light rail services
Carlingford precinct
Construction Social Temporary lease of land for construction Negative Moderate · Minimise the construction footprint to the extent Moderate infrastructure compounds within the Western Sydney University practicable Parramatta campus and Vineyard Creek Reserve · Reinstate areas affected by construction as soon as practicable · Communication and consultation with the Western Sydney University to minimise potential conflicts with major events
Temporary impacts on amenity of social Negative Moderate · Implementation of environmental management Low infrastructure due to increased noise, dust, vibration measures and construction traffic · Consultation and communication with managers of social infrastructure about timing of construction activities that may cause high levels of dust, noise and vibration
Community health Potential impacts on community health and safety Negative Moderate · Implementation of environmental management Low and safety for residents near construction compounds and measures works due to increased noise, dust and light spill, · Consultation and communication with managers including from night-works. Impacts on children of of the child care centre about timing of Western Sydney University Early Learning Centre construction activities that may result in high due to increased dust from construction activities levels of dust, noise and vibration
Potential road safety risks due to increased Negative Moderate · Implementation of traffic management measures Low construction vehicles on local roads and within · Consultation and communication with Western
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Phase Element Summary of impact Nature of impact Impact Mitigation Impact significance (pre- significance (with mitigation) mitigation) Western Sydney University Parramatta campus Sydney University about construction haulage and vehicle access changes
Local amenity and Impact on amenity for properties near to Negative Moderate · Implementation of environmental management Low character construction worksites due to increased noise, dust, measures vibration and construction traffic · Consultation and communication with local communities about the timing of construction activities that may result in high levels of dust, noise and vibration
Access and Impacts on public transport access due to the Negative High · Provide bus services to replace existing rail Moderate connectivity removal of train services along the existing railway services corridor prior to construction
Temporary changes to pedestrian access near to Negative Moderate · Maintain access through the provision of Low construction compounds and work areas, resulting alternative pedestrian access in disruptions to pedestrians and impacts on · Implementation of traffic management measures perception of safety. This includes potential · Consultation and communication with local disruptions to the shared pathway along the communities, pedestrians and cyclists about Parramatta River. potential changes
Increased demand for construction worker parking, Negative Low · Low increasing pressure on local parking
Temporary changes to property access Negative Low · Consult with affected property owners where Low temporary access changes are required
Operation Social Improved public transport access to Western Positive High - infrastructure Sydney University Parramatta campus
Potential noise and vibration impacts on the Neutral Low - Western Sydney University Early Learning Centre from the operation of the light rail
Community health Enhanced safety for pedestrians and cyclists and Positive High - and safety support for increased physical activity due to provision of active transport link in existing railway
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Phase Element Summary of impact Nature of impact Impact Mitigation Impact significance (pre- significance (with mitigation) mitigation) corridor
Enhanced perceptions of safety for communities Positive Moderate - along the railway corridor due to the removal of heavy rail services
Local amenity and Enhanced character and amenity of the precinct due Positive High - character to the removal of the heavy rail services, streetscape improvements and provision of active transport link
Access and Improved access and connectivity to communities, Positive High - connectivity employment, services and facilities, including Western Sydney University Parramatta campus
Improved access and connectivity for pedestrians Positive High - and cyclists due to the provision of an active transport link
Reduced public transport access for some users Negative Medium · Provide bus services connecting Carlingford and Low due to the removal of the Carlingford Line Rosehill and Clyde (e.g. commuters travelling to the Sydney CBD or to · Consultation and communication with Rosehill and Clyde) commuters about proposed changes and light rail services
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