Parramatta Light Rail Business Impact Assessment

Parramatta Light Rail Business Impact Assessment

Ref: C17020 FINAL HillPDA Page 1 | 142



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



CONTENTS Executive Summary ............................................................................................................................... 7

1 Introduction ................................................................................................................................. 12

1.1 Project background ............................................................................................................... 12

1.2 Stage 1 project description .................................................................................................... 12

1.3 Purpose and scope of this report .......................................................................................... 15

1.4 Secretary’s environmental assessment requirements .......................................................... 15

1.5 Structure of this study ........................................................................................................... 15

2 Assessment Methodology ........................................................................................................... 16

2.1 General methodology ............................................................................................................ 16

2.2 Study area and local business precincts ................................................................................ 16

2.3 Business survey approach ..................................................................................................... 18

2.4 Business impact assessment framework and rating .............................................................. 18

2.5 Assumptions .......................................................................................................................... 20

3 International Literature Review................................................................................................... 21

3.1 Transportation improvements and economic development ................................................. 21

3.2 Measuring the benefits of transportation improvements ..................................................... 21

3.3 The impact of transportation improvements on agglomeration effects and productivity .... 23

3.4 Light rail and urban renewal .................................................................................................. 25

4.5 Light rail and land values ....................................................................................................... 27

4 Existing Study Area Characteristics .............................................................................................. 30

4.2 Local business precinct overview .......................................................................................... 30

4.3 Westmead Local Business Precinct ........................................................................................ 31

4.4 North Parramatta Local Business Precinct ............................................................................. 35

4.5 Parramatta CBD Local Business Precinct ............................................................................... 39

4.6 Rosehill and Camellia Local Business Precinct ....................................................................... 43

4.7 Carlingford Local Business Precinct ....................................................................................... 47

5 Assessment of Construction Impacts .......................................................................................... 51

5.1 Property acquisition and lease cessation .............................................................................. 51

5.2 Property values and rent return ............................................................................................ 55

5.3 Access and connectivity ......................................................................................................... 57

5.4 Noise and vibration ............................................................................................................... 82

5.5 Air quality .............................................................................................................................. 88

5.6 Visual amenity ....................................................................................................................... 91

5.7 Loss of power and utilities ..................................................................................................... 95

5.8 Demand for goods and services from construction activities and workers ........................... 96

6 Assessment of Operational Impacts ............................................................................................ 98

6.1 Access and connectivity ......................................................................................................... 98

6.2 Visual amenity ..................................................................................................................... 115



6.3 Noise and vibration ............................................................................................................. 118

6.4 Increased urban renewal and development capacity .......................................................... 121

6.5 Increased land values and property rent ............................................................................. 121

7 Potential Mitigation Measures .................................................................................................. 123

Appendix A: Review of Previous Local Business Impact Studies ....................................................... 125

A.1 The Sydney CBD and South East Light Rail .......................................................................... 125

A.2 Wyong Pacific Highway Upgrade Business Impact Assessment .......................................... 128

A.3 Campbelltown Road Upgrade – Business Impact Assessment ............................................ 128

A.4 The Crossrail – UK London ................................................................................................... 129

A.5 Purple Line –Washington DC and Suburbs, USA.................................................................. 130

Appendix B: Business Surveys ........................................................................................................... 132

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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



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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

FIGURES Figure 1: The project ........................................................................................................................... 13

Figure 2: Parramatta light rail local BIA study area ............................................................................. 17

Figure 3: The relationship between cost/benefits and the scale of transport improvements ............ 21

Figure 4: Economic output per employee (Macquarie Park) ............................................................... 22

Figure 5: Drivers of economic growth in Macquarie Park ................................................................... 23

Figure 6: The relationship between transport, agglomeration effect and productivity ...................... 25

Figure 7: Conceptual framework linking rapid transit infrastructure investment and property value impacts ........................................................................................................... 28

Figure 8: Study area local business precinct overview ........................................................................ 31



Figure 9: Westmead local business precinct ....................................................................................... 32

Figure 10: Westmead local business precinct employment place of origin (2011) ............................. 33

Figure 11: North Parramatta local business precinct .......................................................................... 36

Figure 12: North Parramatta local business precinct employment place of origin ............................. 37

Figure 13: Parramatta CBD local business precinct ............................................................................. 40

Figure 14: Parramatta CBD local business precinct employment place of origin (2011) ..................... 41

Figure 15: Rosehill and Camellia Precinct local business precinct ....................................................... 44

Figure 16: Rosehill & Camellia Local business precinct employment place of origin (2011) ............... 45

Figure 17: Carlingford Local business precinct .................................................................................... 48

Figure 18: Carlingford local business precinct employment place of origin (2011) ............................. 49

Figure 19: City to South East Light Rail locational signage .................................................................. 92

Figure 20: An indicative cross-section for the active transport link .................................................. 102

Figure 21: Snapshot survey of support for the CBD and South East Light RailProject ....................... 126

Figure 22: Number of surveys by precinct ......................................................................................... 132

Figure 23: Respondents by business type ......................................................................................... 133

Figure 24: Employment by business type .......................................................................................... 134

Figure 25: Who are your primary customers..................................................................................... 136

Figure 26: Trade sourced from passing trade .................................................................................... 137



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



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

or operation Potential negative impacts on business revenue or operation

Construction Increase in trade benefits for competing businesses in the same catchment as a result of property acquisitions and lease cessations

Increase in passing trade and potential sales

Increase in construction worker expenditure.

Property acquisitions and lease cessations Decrease in outdoor seating Decrease in passing trade and potential sales Increase in customer or employee travel time Reduced workplace productivity Reduced business visibility Reduction in parking 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 development opportunities

Enhanced business connectivity Improved business revenue and viability Increase in passing trade and potential

sales Improved employee and customer access Improved visual amenity Increased business exposure Greater connectivity to other employment

centres Increased potential for new and repeat

customers.

Reduction in on-street parking Changes in load zone locations and in some

cases reduced access to loading zones Businesses requiring bulky goods transfer likely

to lose business as no on street parking available

Reduction in passing trade to some businesses due to altered pedestrian network

Reduction in workplace productivity and amenity due to noise generated from the rail service

Decrease in outdoor seating.

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



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 precinct

Significance of impact

Construction impacts resulting in a potential negative effect (large and 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


Parramatta CBD

Large negative Reduction in on-street parking Impact to night time economy 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


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



Local business precinct


Construction impacts resulting in a potential negative effect (large and 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 of impact

Source of impact Businesses that may benefit

Potential effect on businesses

All precincts

Slight positive

Construction worker expenditure

Retail, cafes, restaurants, take-away food, convenience stores, pubs

Increase in passing trade and potential sales.

All precincts

Moderate positive

Goods and services demand

Broader region Increase in employment opportunities across the broader region

Increase in business revenue.

All precincts

Slight positive

Passing trade from diversions

Retail, cafes, restaurants, take-away food, convenience stores

Increase in passing trade and potential sales and new business.

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



Operation impacts resulting in a potential 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





Operation impacts resulting in a potential 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



Operation impacts resulting in a potential positive effect (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 & Camellia

Moderate positive Increased pedestrian accessibility.

Carlingford Moderate positive Increased pedestrian accessibility.



1 INTRODUCTION

1.1 Project background

Transport for New South Wales is developing the Parramatta Light Rail to deliver a light rail network from Westmead to Carlingford via Parramatta CBD and Camellia.

This work builds on the actions identified in the NSW Long Term Transport Master Plan (Transport for NSW, 2012) Sydney’s Light Rail Future – Expanding public transport, revitalising our city (NSW Government, 2012) and Unlocking Western Sydney’s Potential with Light Rail: Western Sydney Light Rail Feasibility Study (Parramatta City Council, 2013).

In December 2015, the NSW Government announced a preferred network for Parramatta Light Rail to link areas that are being transformed by government and private investment, including Westmead, North Parramatta, Camellia, Telopea, Rydalmere and Sydney Olympic Park. Parramatta Light Rail would also serve major attractions in the Parramatta CBD including the new Western Sydney Stadium and the Museum of Applied Arts and Science.

On 17 February 2017, the NSW Government announced it would be proceeding with the first stage of Parramatta Light Rail. Parramatta Light Rail (Stage 1) (the project) would extend from Westmead to Carlingford via Parramatta CBD and Camellia.

1.2 Stage 1 project description

The project would include the provision and operation of the following keyfeatures:

A light rail network of around 12 kilometres in length. This includesapproximately seven kilometres within the existing road corridor separatedfrom general traffic and approximately five kilometres utilising the existingCarlingford Line heavy rail and Sandown Line for use as dedicated light railcorridors

A total of 16 stops (subject to further design development). The stops wouldform a combination of side and island platforms depending on the finaldesign 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, ParramattaCBD, and Carlingford

Creation of two light rail priority zones (no general vehicle access) alongChurch Street (generally between Lennox Bridge and Macquarie Street) andMacquarie Street (generally between Horwood Place and Smith Street)within the Parramatta CBD



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



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.



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 operation on potentially affected businesses including property acquisitions/adjustments, access, amenity and relevant statutory rights.

Refer to Chapter 5 and 6

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.



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



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



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.



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 negative

Moderate negative impact on numerous businesses within the local business precincts and potentially 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 year)

>90%

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 years)

25% to 50%

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

Almost unprecedented

Not expected to ever occur during time of activity or project (less than once every 100 years)

<10%



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.



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



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



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.



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.



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

Source: A. J. Venables, 2007

3.4 Light rail and urban renewal

Light rail can have a positive impact on urban growth, land use, intensification and revitalisation17. These impacts are not accidental18. However, significant impacts and stimulated economic benefits only occur when a system is planned with policies and complementary land-use strategies in place19. Positive development impacts of light rail systems are restricted to regions that are rapidly growing and have a healthy underlying demand for high density, mixed-use development20. 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

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 has experienced over $1.3 billion in development, while Denver’s Lower Downtown (LoDo) has been recognized as one of the United States’ most successful new urban neighbourhoods with the implementation of light rail22.



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.



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.



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



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.



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.



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)



$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).



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



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%


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



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


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



Figure 11: North Parramatta local business precinct

Source: HillPDA



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.


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%





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



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.




Table 13: North Parramatta employment base travel method to work (2011) Travel method Persons employed Employment %


Did not go to work 439 8%


Train 281 5%

Bus 161 3%

Walked only 142 3%



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%


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.



4.5 Parramatta CBD Local Business Precinct


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



Figure 13: Parramatta CBD local business precinct

Source: HillPDA



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.


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%






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%.


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



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.




Table 15: Parramatta CBD employment base travel method to work (2011) Travel method Persons employed Employment %


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%



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%


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.



4.6 Rosehill and Camellia Local Business Precinct


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



Figure 15: Rosehill and Camellia Precinct local business precinct

Source: HillPDA



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.




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 Equipment Manufacturing

489 4%

Higher Education 473 3%

Pharmaceutical and Toiletry Goods Wholesaling 390 3%

Remaining 10,765 79%

Total 13,640 100%




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%.


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

Source: HillPDA and TPA 2011




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.


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

Travel method Persons employed Employment %


Did not go to work 755 6%

Train 647 5%


Bus 237 2%


Truck 211 2%

Walked only 145 1%


Motorbike 91 1%

Bicycle 43 0%

Other mode 42 0%

Taxi 24 0%

Ferry 8 0%

Tram 3 0%

Total 13,637 100%


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



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


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.



Figure 17: Carlingford Local business precinct

Source: HillPDA



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.


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%






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%.


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

Source: HillPDA and TPA 2011


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.



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%


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.



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)



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



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 DRAFT HillPDA Page 54 | 142

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


No. of property acquisitions / lease cessations

Significance of impact on businesses

Likelihood of impact

Potential effect on businesses Management measure Residual impact

2 x commercial – financial and professional

Moderate Negative

Almost certain

Inconvenience of move and loss of productivity during the period of relocation Expense of relocating or purchasing another property Potential shift in trade catchment and need to re-establish customer base.

Standard acquisition and compensation process

Business Management Plan

Neutral

Westmead

1 x office for charitable organisation (already acquired)

Moderate Negative

Almost certain




Neutral

2 x property acquisitions Moderate negative

Almost certain

Inconvenience of move, loss of income during the period of relocation Expense of relocating or purchasing another property Expense of any potential renovations or outfitting new property Expense of leasing / attracting a tenant to another property.



Neutral

4 x medical services Moderate negative

Almost certain



Business management plan

Neutral

North Parramatta

5 x– retail - fast food, café, restaurant, hotel and petrol station

Moderate negative

Almost certain




Neutral

Rosehill & Camellia

1 x industrial (already acquired)

Moderate negative

Almost certain




Neutral

Carlingford 1 x industrial (urban support service) Moderate negative

Almost certain




Neutral



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



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.



Table 21: Commercial rent and property value impacts assessment (construction) Local business precincts affected

Impact Example area(s) affected Significance of impact



Management measure

Residual impact

All local business precincts

Rent and property value fluctuations

Business along the project alignment predominately within a 400m radii

Slight positive or negative

Possible Increase or reduction in commercial rents

Increase or reduction in property value


Construction Environmental Management Plan

Neutral

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.



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)


Number of residents within local business precinct that utilise the rail service

Number of employees that work within local business precinct that 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).



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.



Table 23: Summary of effects on businesses impacted due to changes to rail services (construction) Local business precincts affected

Impact Example area(s) affected Significance of impact


Potential effect on businesses Management measure

Residual impact

Carlingford


Businesses in close proximity to existing stations such as those along Station Street and Adderton Road.

Moderate negative

Likely Business activity disrupted with some businesses potentially impacted more than others. Changes to the rail services may particularly be felt by businesses that rely on passing trade or where there are other more easily accessible locations offering similar goods or services. Specific business impacts include:

A reduction in passing trade (retail and food services)

A reduction in business revenue

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.

Temporary Transport Plan


Slight negative

Rosehill and

Camelia


The current rail service to Rosehill Gardens Racecourse has capacity of 3,000 patrons per hour. The closure of line would reduce the connectivity of the racecourse to customers that arrive by train.

The closure of Rosehill Hill station would further reduce connectivity of the race course and surrounding businesses including accommodation, retail and social infrastructure.

Moderate negative

Possible A reduction in business revenue

A reduction in business connectivity

Potential for long term changes to consumer behaviour due to a reduction in access.



Slight negative



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.



Traffic congestion can also increase noise, reduce air quality and visuallyimpact on the amenity of an environment. This can lead to a negativecustomer experience and the desire for customers to travel to otherlocations to avoid traffic congestion or resulting amenity impacts. Thischange in consumer behaviour would also directly impact businessviability 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 projectalignment with emergency services being notified in advance of anychanges to traffic arrangements. This advice would include informationabout upcoming traffic switches, anticipated delays to traffic, extendedtimes of work, locations of road possession or any likely major disruptions.Access to Westmead Hospital and the Children’s Hospital at Westmeadwould be maintained at all stages of construction. The northbound laneapproaching the Children’s Hospital will be open to traffic at all times forhospital and local traffic.

5.3.2.4 Impacts from bridge closures

Closure of the bridge linking Westmead and Cumberland Hospitals wasraised as a concern during consultation. Mental health services wouldremain on the Cumberland Hospital site for at least the next five years andlinkage between the sites would need to be retained in order to maintainfunctionality. Cumberland East also has a secure forensic unit with 24hour access across the bridge needing to be maintained for emergencyservices and security vehicles.

It is understood that the existing bridge would be duplicated, allowingaccess to be maintained for these services and local traffic during theconstruction period.

5.3.2.5 Impacts on ‘Eat Street’

The area referred to as Church Street “Eat Street” is an area along ChurchStreet that extends between Lennox Bridge and Macquarie Street, withinthe Parramatta CBD local business precinct. There are numerous cafes andrestaurants along ‘Eat Street’ that have outdoor dining. These businesseswould be heavily reliant on business deliveries, passing trade and apleasant environment for customers.

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



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’.



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

Impact Proposed change with potential to affect businesses Significance of impact

Likelihood Potential business impact Management measures

Residual impact

Westmead

Localised traffic network alterations and property access

The two way road configuration along Hawkesbury and Hainsworth Roads would be maintained. Traffic leaving the hospital precinct would also be required to circle around via Park Avenue. This, coupled with construction vehicles , would likely increase traffic congestion affecting businesses along Hawkesbury and Hainsworth Roads

Although access to Westmead Hospital and Children’s Hospital at Westmead would be maintained during all 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.

Moderate negative

Likely Extended travel times and vehicle operation costs Delays in the receipt or distribution of goods Reduced transport efficiency and reliability of

deliveries to customers Increased overheads for businesses due to

delivery costs Reduced customer, visitor, patient and employee

access potentially acting as a deterrent Reduced opportunity for businesses to capture

passing trade.



Slight negative

Relocation of loading zones

The relocation of two loading zones currently located along Hainsworth Street, 50 metres south eastwards along Hainsworth Street. This would increase the distance and reliability of delivery and service businesses.

Slight negative

Likely Reduced efficiency and reliability of deliveries and servicing

Increased cost associated with deliveries.

Parking Management Plan

Neutral

North Parramatta

Localised traffic network alterations

and

property access

Church Street would be local access and restricted to one lane only with traffic traveling south bound. This would increase traffic congestion affecting business along Church Street. Remaining traffic would be diverted along O’Connell Street.

Local access for businesses along Church Street would be maintained during construction. However, resulting from increased congestion some delays maybe experienced.

Moderate negative



delivery costs Reduced customer and employee access

potentially acting as a deterrent Reduced opportunity for businesses to capture

passing trade.

Temporary Transport Plan Business Management Plan

Slight negative



Local business precincts affected



Residual impact

Localised traffic network alterations

Church Street would be closed to all traffic during construction. Businesses fronting Church Street would be impacted from reduced reliability and frequency of deliveries and servicing services as well as reduced passing trade.

Construction would also potentially remove space allocated for and used for outdoor dining, significantly impacting businesses reliant on such seating for revenue and business generation.

Large negative

Almost certain

Reduced customer and employee access potentially acting as a deterrent for customers and employees

Reduced opportunity for businesses to capture passing trade

Reduced passing trade Reduced opportunity for revenue generation Reduced space for outdoor dining.



Moderate negative

Parramatta CBD

Macquarie Street would become local-access-only during construction. Traffic would be restricted to one lane travelling eastbound impacting businesses along Macquarie Street

George Street (between Purchase Street and Alfred Street) would be closed during construction with an alternative route via Noller Parade being established. Reducing access and visibility of businesses.

Moderate negative

Likely Reduced customer and employee access potentially acting as a deterrent for customers and employees

Reduced visibility and opportunity for businesses to capture passing trade.



Slight negative

Property access

Church Street between Market Street and Macquarie Street would be closed to all traffic. However, access to the Novotel would be maintained during construction. Businesses along the remaining route generally have rear lane access which could be used by service vehicles. However, it is noted that businesses on the western side of Church Street 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.

Moderate negative

Likely Extended travel times and vehicle operation costs delays in the receipt or distribution of goods Reduced transport efficiency and reliability of


delivery costs.



Slight negative






Residual impact

Impact to night time economy

Reduced opportunity to capture passing trade would be experienced to cafes and restaurants along Church Street Eat Street resulting from perceived access constraints and traffic congestion during construction.

Construction would also potential remove space allocated to and used for outdoor dining significantly 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.

Large negative

Likely Reduced customer and employee access potentially acting as a deterrent

Reduced opportunity for businesses to capture passing trade

Reduced passing trade Reduced opportunity for revenue generation Reduced space for outdoor dining.


Moderate negative

Parramatta CBD

Bridge closures

Lennox Bridge would be closed to road vehicles during construction. Although the surrounding road network would be upgraded to increase capacity and alternative routes provided, it is likely that some impacts would be experienced by customers, employee and delivery businesses.

Slight negative



delivery costs Reduced customer and employee access

potentially acting as a deterrent Reduced opportunity for businesses to capture

passing trade.



Neutral

Relocation of loading zones

Two loading zones would be removed from George Street and replaced with one on Palmer Street and one on Phillip Street (130 metres from their original location). The Phillip Street loading zone will require delivery businesses to cross a street, increasing the difficulty to delivery and service businesses

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

Moderate negative

Likely Reduced efficiency and reliability of deliveries and servicing

Increased cost associated with deliveries.


Slight negative

Rosehill Camellia

Property access

Tramway Avenue (between Alfred Street and Arthur Street) would become local-access-only during

Moderate negative

Possible Extended travel times and vehicle operation costs Delays in the receipt or distribution of goods


Slight negative






Residual impact

construction, possibly impacting employee access along Tramway Avenue

Construction along James Ruse Drive Bridge would impact the accessibility of businesses to customers, employees and delivery businesses

Construction of James Ruse Drive bridge from Clay Cliff Creek- would reduce access to land at 32 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.

Reduced transport efficiency and reliability of deliveries to customers

Increased overheads for businesses due to delivery costs

Reduced customer and employee access potentially acting as a deterrent

Reduced opportunity for businesses to capture passing trade.


Bridge closures

Closure of James Ruse Drive pedestrian bridge over Clay Cliff Creek.

Neutral Likely Reduced employee access potentially acting as a deterrent



Neutral

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



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,



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.



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





Residual impact

Westmead

Changes to pedestrian

route

The pedestrian crossing on Railway Parade would be moved east to align with Ashley Lane. The crossing currently is positioned to lead pedestrian traffic into Westmead Village. Moving the crossing would reduce the visibility of retailers and their potential capture from passing trade within the Village. During consultation the Michel’s Patisserie stated that they relied on the crossing for passing trade, as persons using it would often see the café and then purchase a coffee. Using the new crossing these pedestrians may continue walking up/down 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.

Moderate negative

Likely Changes in passing trade and business visibility

Changed consumer behaviour.

Business Management Plan Construction Environmental Management Plan

Slight negative

Changes to cyclist

route

Hawkesbury Road cycle path (between Railway Parade and Queens Road) would be temporarily impacted during construction. This may reduce the opportunity for passing trade and accessibility of businesses along Hawkesbury Road.

Slight negative


Changed consumer behaviour (particularly for recreational cyclists who may stop for food and coffee).



Neutral

North Parramatta

Changes to

pedestrian route

During Stage 1 of construction pedestrians would be unable to access the western side of Church Street. This would then reverse during Stage 2 of construction when pedestrians would not be able to access the eastern side of Church Street. This would reduce the accessibility of businesses along Church Street to customers, employees and passing trade that only have access fronting Church Street.

Moderate negative




Slight negative







Residual impact

Parramatta CBD

Changes to

pedestrian route

The three pedestrian crossings along Church Street (between Lennox Bridge and Macquarie Street) are proposed to be closed to pedestrians, limiting pedestrian access across Church Street to the intersections at Church Street/Phillip Street, 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.

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.

Moderate negative




Neutral

Changes to

pedestrian route

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

Slight negative

Almost certain

Changes in passing trade and business visibility.


Changes to cyclist

route

Harris Street cycle path (between Macquarie Street and George Street) would be temporarily impacted during construction.

Slight negative





Neutral







Residual impact

Rosehill & Camelia

Changes to

pedestrian route

Pedestrian detours would result in changes in passing trade and business visibility, particularly for food services and retail trade.

Slight negative

Likely Changes in passing trade and business visibility.



Neutral

Changes to cyclist

route

James Ruse Drive cycle path would be temporarily impacted during construction of the light rail bridge.

Slight negative





Neutral

Carlingford

Changes to

pedestrian route

Pedestrian detours would result in changes in passing trade and business visibility, particularly for food services and retail trade around the existing stations.

Slight negative

Likely Changes in passing trade and business visibility.



Neutral




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 relocation of bus stops

Increase or decrease in employee or customer walking distance

Changes in passing trade (potential increase or decrease) dependent on the location of the business.

Slower travel speeds due to congestion, replacement bus and increased intersection delays

Increased customer or employee travel time Reduced workplace productivity as employees may be late to

work or need to leave earlier.

Reduced reliability of bus services due to increased traffic congestion and patronage

Passengers on the way to work may be less inclined to stop at businesses if they are unsure of the frequency of buses

An increased demand for the service due to rail possession may mean buses fill up faster resulting in employees having difficulty accessing the service.

Removal of existing bus stop(s) during construction

Reduced business visibility/exposure Reduced opportunity for passing trade Reduced sales and revenue generation Reduced employee and customer access and travel times.

Diversions due to construction works or bridge closures

Reduced business visibility as service is diverted to areas outside of the local business precinct

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.



Table 27: Summary of effects on businesses impacted by bus public transport alterations (construction) Local business precincts affected




Residual impact

Westmead

Removal of existing bus

stop(s) during construction

Removal of five bus stops along Hawkesbury Road would reduce the connectivity and accessibility of health services along the road for employees, visitors and potential patients.

Moderate negative

Likely Business visibility/exposure Passing trade Sales and revenue Employee and visitor access and travel

times.



Slight negative

Diversions due to construction

Route 711 and 818 which operates to the Children’s Hospital at Westmead would be diverted in a one way clockwise loop to Railway Parade, Central Avenue and Queens Road. This would reduce the accessibility and connectivity of the Children’s Hospital at Westmead for employees, visitors and potential patients.

Slight negative

Likely Business visibility/exposure Passing trade Sales and revenue Employee and customer access and

travel times.



Slight negative

North Parramatta

Removal of existing bus

stop(s) during construction

Removal of eight bus stops along Church Street, 12 stops along O’Connell Street, two stops along Marsden Street and the removal of two stops along Factory Street would reduce the accessibility of business located on and in close proximity to these streets. 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.

Moderate negative


travel times.



Slight negative

The temporary or permanent relocation of

bus stops

Two temporary stops would be placed along Sorrell Street/Fennell Street.

Slight negative

Likely Increase in employee or customer walking distance

Changes in passing trade (potential increase or decrease) dependent on the location of the business.



Slight negative

Diversions due to construction

Diversions of 549, 600, 601, 603, 604, 706 and M60 buses from their established southbound and northbound routes would impact business along Church Street

Routes 625 and M54 would be diverted along Sorrell Street away from their existing route along Church Street

Route 609 (southbound and northbound) would be diverted from its established route along Church Street, impacting

Moderate negative


travel times.



Slight negative







Residual impact

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 Parramatta and Parramatta

Discontinued service

Route 900 (free shuttle bus) would be discontinued prior to the commencement of construction. The free Parramatta Shuttle Bus runs every 10 minutes, 7 days a week. The closure of this service could reduce business exposure and visibility along the route. The closure could also reduce the number of persons choosing to travel along the route further reducing the opportunity for businesses to capture passing trade.

Slight negative


travel times.



Neutral

Carlingford and Rosehill and Camelia

Slower travel speeds

The proposed shuttle bus between Carlingford and Parramatta Station. There is the potential for delays from traffic congestion, particularly on James Ruse Drive, for this service.

If shuttle bus service is or is perceived to be slower than the existing rail servicer residents, visitors and employees may choose alternative travel methods. This could reduce the visibility and potential for passing trade for the existing retailers around the stations.

Slight negative

Possible Decreased customer or employee travel time

Reduced workplace productivity as employees may be late to work or need to leave earlier

Reduced business visibility/exposure Reduced passing trade Reduced sales and revenue.



Neutral




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



5.3.5.3 Business most likely impacted from reduced parking

Convenient and accessible parking is particularly important for retail andservice based businesses that require quick and efficient access forcustomers and patients. Such businesses include doctors, dentists,convenience stores, pharmacies and liquor stores where customers aregenerally in the local business precinct for under an hour. Cafes andrestaurants are generally more dependent on the availability of longerterm (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 canreduce the productivity of workers and may make it more difficult toretain 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 WestmeadHospital. Parking pressure is already extreme within the precinct, withseverely limited parking available for short-term appointments. Anyfurther 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 commencesoperation while 695 spaces or 81% would be permanently removed60.

Whilst the Technical Paper 2 – Construction Traffic and Transport ImpactAssessment identified sufficient latent capacity within the surroundingroad 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 cli-ents to park directly outside businesses (i.e. retailers and child care).

This could impact the desirability of patronising these businessesespecially where alternative, temporary parking is not provided oravailable in the immediate locality.

A summary of the total parking spaces identified as being impacted alongand off-corridor is provided in Table 28.

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



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

Table 28: On-street parking impact summary by precinct

Local business precinct Total parking Parking relocated Total parking lost/displaced

Along alignment

Off-corridor Along alignment

Off-corridor Along alignment

Off-corridor

Westmead 72 5 36 5 36 0North Parramatta 47 180 0 0 47 180Parramatta CBD 224 178 25 28 199 150Rosehill and Camellia 157 0 74 0 83 0Total 500 363 135 33 365 330


A summary of parking impacts is provided in Table 29.



Table 29: Assessment of parking impacts (construction) Local business precincts affected


Likelihood Potential business impact Management measure

Residual impact

Westmead

Reduction in on-street parking

The removal of 36 unrestricted on-street parking spaces is proposed along Hawkesbury Road. The surrounding network is proposed to absorb these displaced spaces. However, an additional walking distance of 600 metres would be experienced by future users in the locality

The creation of an additional three two hour spaces along Hainsworth Street would reduce unrestricted parking in Hainsworth Street to potential customers and visitors by three spaces

The creation of five disabled spaces within Hainsworth Street would reduce the availability of unrestricted parking by a further five spaces in Hainsworth Street.

Moderate negative

Almost certain


Potential changed consumer behaviour with trade leaking to other centres

Reduction in customers and business revenue

Reduced employee access and workplace productivity.

Parking Management Plan Business Management Plan

Slight negative

North Parramatta


The removal of 47 unrestricted on-street parking spaces is proposed along Factory Street. The surrounding network is proposed to absorb these displaced spaces. However, an additional walking distance of 400 metres would be experienced by future users

The removal of 51 unrestricted on-street parking spaces is proposed along Barney Street. The surrounding network is proposed to absorb these displaced spaces. However, an additional walking distance of 200 metres would be experienced by future users

The removal of 129 unrestricted on-street parking spaces is proposed along 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.

Large negative

Almost certain






Moderate negative






Residual impact

Parramatta CBD


The removal of 36 one hour (ticketed) parking spaces along Church 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 30 four hour (ticketed) parking spaces from Macquarie 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 27 one hour (ticketed) parking spaces from Macquarie 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 18, 15 minute parking spaces from Macquarie 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 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.

Large negative

Almost certain






Moderate negative

Rosehill and Camellia


The removal of 14 unrestricted parking spaces from Tramway Avenue along project alignment. It is noted that demand for parking along this road is currently high. Employees that could be depend on these spaces for parking might be impacted

Moderate negative

Almost certain




Slight negative






Residual impact

The removal of 15 unrestricted parking spaces from Grand Avenue along project alignment. The relocation of these spaces into the existing network is proposed to increase walking distance for future users by around 800 to 900 metres

The removal of 51 unrestricted parking spaces from Grand Avenue North along project alignment. The relocation of these spaces into the existing network is proposed to increase walking distance for future users by around 800 to 900 metres.



Impact of on-

street parking

upon Rosehill

Garden

A reduction in the availability of on-street parking in the surrounding road network and closure of the existing railway line could place increased pressure upon the racecourses existing parking capacity. This could lead to increased competition for parking, possibly deterring patrons.

Slight negative

Almost certain






Slight negative

Carlingford Commuter car

parking

During construction approximately 60 commuter parking spaces would be impacted. These spaces are located at Rydalmere Station and Dundas Station commuter car parks.

Moderate negative

Almost certain

Reduced customer and employee access

Reduced parking availability potentially acting as a catalysts for a change in transport behaviour


Increased employee travel times.


Slight negative




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 projectalong the project alignment, surrounding road upgrades, within the localbusiness precincts and around construction compounds. The degree ofconstruction noise and vibration impact on individual businesses will varydependent on the distance from the construction activities, the nature ofworks and the time of day or night that works take place.

Construction activities with the greatest potential to result in noise andvibration 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 ofexisting structures, construction of new structures and buildings

Construction of operational ancillary infrastructure

Temporary changes in traffic volumes along some routes duringpossession 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 havethe potential to alter the amenity of the existing urban environment andnegatively impact on business revenue. This alteration may impactbusinesses 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.



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 potentialimpact during construction.

5.4.3 Sensitive areas to noise and vibration impacts

Technical Paper 13 – Noise and Vibration Impact Assessment reveals thatduring standard daytime construction hours, the highest impacts are gen-erally predicted to be at receivers who are adjacent to the alignmentor discrete works locations such as sites requiring demolition of acquiredproperties, bridge construction or construction compounds. Receiverswho are further back from the works generally have lower predicted noiselevels.

Noise impacts should be minimised through standard mitigation andmanagement mechanisms as outlined in the Technical Paper 13 – Noiseand Vibration Impact Assessment.

On days when noise impacts are expected to be high, businesses shouldbe notified in advance regarding the duration of the noise intensiveactivity. Businesses should also be given contact details of a designatedplace manager to register any complaints if noise impacts start tosignificantly affect business operation and revenue.

A summary of the effect of noise and vibration impacts is provided inTable 30.



Table 30: Summary of the effect of noise and vibration impacts (construction) Local business precincts affected



Residual impact

Westmead

Noise levels

Construction along Hawkesbury Road is proposed to be undertaken between 7am and 11pm – noise levels during noise intensive activates would exceed the noise management levels recommended for the Hospital and health related services, cafes with outdoor dining south of Queens Road, education facilities and retailers in Westmead Village. These exceedances (exceeded during noise intensive activates) would occur during the daytime, evening and night time (excluding education at night) construction periods.

Construction at Hawkesbury Road/Darcy Road is proposed to be undertaken between 10am-3pm and 7pm-11am. During noise intensive activates, noise management levels for retailers along Hawkesbury Road, the education facility to the south (day time) and Westmead Hospital would be exceeded.

Moderate negative

Almost certain

Reduction in work place ambience and customer experience at cafes and restaurants


Reduction in customers, sales and repeat customers

Impact on amenity and customer experience Difficulty communicating and interacting with

employees, students, patients and customers for daily operation

Affect businesses dependent on work place ambience to operate.



Slight negative

Vibration Human comfort in close proximity to the construction works along the alignment and off-corridor could be affected if surface works use large rock breakers or other intensive plant items. If this occurs, it would further reduce the amenity and work environment of the area, acting as a deterrent for customers, passing trade and employees.

Moderate negative

Possible Possible damage to exiting building structure Reduced customer, student, worker comfortability Reduced employee and patient productivity.

Refer to mitigationmeasures withinTechnical Paper 12 –Landscape andVisual ImpactAssessment

Slight negative

North Parramatta

Noise levels

Construction period predominantly within North Parramatta is proposed to be undertaken between 7am-11am. During noise intensive activates , the noise management levels for retail, health, recreational active, industrial, commercial and places of worship would be exceeded during the day and evening. Affecting these businesses along the project alignment and off-corridor

Moderate negative

Almost certain




Impact on amenity and customer experience



Slight negative






Residual impact

Construction at intersections of Church Street/Pennant Hills, Church Street/Victoria Road, and Factory Street/Church Street would be undertaken between 10am-3pm and 7pm-11am. During noise intensive activates the acceptable noise management levels for all business types in proximity to these intersections would be exceeded.

Difficulty communicating and interacting with employees, students, patients and customers for daily operation


Vibration Human comfort in close proximity to the construction works along the alignment and off-corridor could be affected if surface works use large rock breakers and other intensive plat items. If this occurs, it would further reduce the amenity and work environment of the area, acting as a deterrent for customers, passing trade and employees. Student productivity would also be affected.

Moderate negative

Possible Possible damage to exiting building structure Reduced customer, student, worker comfortability Reduced employee and student productivity.


Slight negative

Parramatta CBD

Noise levels

Construction within Parramatta CBD is proposed to be undertaken between 7am to 11pm. Some intersections and off-corridor works would be undertaken between 10am-3pm and 7pm-11am to avoid traffic peak hours. During noise intensive activates, the daytime and evening noise management levels would be exceeded for all business types along the project alignment (Church Street/Macquarie Street) and off-corridor roads.

Noise exceedances would also exceed those recommended for outdoor dining along Eat Street during the day, reducing the amenity of the area, potentially acting a deterrent for customers and passing trade.

Moderate negative

Almost certain





employees, students and customers for daily operation

Affect businesses dependent on work place ambience to operate business.



Moderate negative

Night time economy

During noise intensive activates, noise exceedances would exceed those recommended for outdoor dining along Eat Street during the evening and night, reducing the amenity of the area. This reduced ambience of the area potentially acting as a deterrent to customers and passing trade.

Moderate negative

Almost certain



Reduction in customers, sales and repeat customers.

Construction Noise Vibration Strategy


Slight negative






Residual impact

Vibration Human comfort in close proximity to the construction works along the alignment and off-corridor could be affected if surface works use large rock breakers or other vibration intensive plant items. If this occurs, it would further reduce the amenity and work environment within the area, acting as a deterrent for customers, passing trade and employees. Student productivity would also be affected.

Moderate negative



Slight negative


Noise levels

Construction within Rosehill and Camellia is proposed to be undertaken between 7am to 11pm. During noise intensive activates, the noise management levels would exceed those recommended for industrial uses, north of Grand Avenue and south of River Road W. Acceptable noise management levels would also exceed those recommended for education uses (Western Sydney 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

The noise levels are not predicted to exceed those recommended for Rosehill Racecourse.

Moderate negative

Likely Reduced employees, students and customers concentration and productivity

Difficulty communicating and interacting with employees, students and customers for daily operation

Impact on amenity and customer/employees experience.



Moderate negative

Vibration Human comfort in close proximity to the construction works along the alignment and off-corridor could be affected if surface works use large rock breakers or other vibration intensive plant items. If this occurs, it would affect industrial uses either side of Grad Avenue Drive (east of James Ruse Drive) and those running along 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.

Moderate negative



Slight negative






Residual impact

Vibration levels are not predicted to exceed those recommended for Rosehill Racecourse.

Carlingford

Noise levels

Construction within Carlingford is proposed to be undertaken between 7am to 11pm. During noise intensive activates, retailers along Station Street , Dundas Station and Adderton Road, Telopea Station would have their noise management levels exceeded

During noise intensive activates, retailers and commercial users along Pennant Hills Road/Cumberland Highway would have their noise management levels exceed around Carlingford Station

It is proposed that the schools of Cumberland High School, James Ruse Agricultural High School, Telopea Public School, Sophies Cottage Kindergarten and Street Bernadette's Primary would not have their noise management levels exceeded during noise intensive activates.

Moderate negative

Likely Reduction in work place ambience and customer experience





Reduced student concentration and productivity Affect businesses dependent on work place

ambience to operate.



Slight negative

Vibration Human comfort in close proximity to the construction works along the alignment and off-corridor could be affected if surface works use large rock breakers or other vibration intensive plant items. If this occurs, it would affect retailers and commercial users around the existing stations.

Moderate negative

Possible Possible damage to exiting building structure Reduced customer and worker comfortability Reduced employee productivity.


Slight negative

Source: Technical Paper 13 – Noise and Vibration Impact Assessment



5.5 Air quality

Dust generation, as a result of construction activities can have an impacton local businesses causing potential increased operation costs (includingcleaning and maintenance costs), reduced hygiene or sterilisation of foodpreparation, medical environments or increased instances of respiratoryissues for employees, students or customers.

Dust emissions may result from the following construction activities:

Excavation, handling, stockpiling, loading/unloading and transport ofspoil

Demolition of buildings and other structures, and the handling,stockpiling and transport of demolition material

Transport, loading/unloading, stockpiling and handling of importedconstruction materials such as imported fill

Creation of exposed surfaces through the clearing of vegetation,stripping of topsoil and other overlying structures (such as road andfootpath pavements), would increase the potential for dustemissions to be generated by wind erosion

Movement of construction plant, vehicles and equipment alongunsealed 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.



Table 31: Summary of the effect of air quality impacts (construction) Local business precincts affected

Impact Example area(s) potentially affected by reduced air quality


Likelihood Potential business impact Management measure Residual impact

Westmead Reduced air quality

Retail food services (cafes and restaurants with outdoor dining) along Hawkesbury Road between Alexandra Avenue and Queens Road

Health related services along Hawkesbury Road and Westmead Hospital.

Moderate negative

Likely Increased operation costs for cleaning educed sales and revenue Reduced amenity impacting on the ability

to attract and retain customers and employees

Reduction in repeat customers Negative health related effects for patients

and visitors to hospital Damaging off and increased maintenance

of specialised industrial equipment.

Construction Environmental Management Plan Business management plan

Slight negative

North Parramatta

Reduced air quality

Retail food services (cafes and restaurants) along Church Street Health related services, visitors and patients at Cumberland Hospital.

Slight negative

Likely Increased operation costs for cleaning Reduced sales and revenue Reduce amenity impacting on the ability to

attract and retain customers and employees

Reduction in repeat customers.


Neutral

Parramatta CBD

Reduced air quality

Outdoor dining retail food services along Church Street Eat Street

Retail food services (cafes and restaurants) along the alignment and surrounding road upgrades

Commercial businesses along the alignment and surrounding road upgrades.

Moderate negative


attract and retain customers and employees Reduced passing trade Reduction in repeat customers.


Slight negative


Reduced air quality

Industrial uses along Grand Avenue, James Ruse Drive and Rydalmere Station

Rosehill Racecourse.

Slight negative


attract and retain customers and employees Reduction in repeat customers Damaging and increased maintenance of

specialised industrial equipment.


Neutral




Impact Example area(s) potentially affected by reduced air quality


Likelihood Potential business impact Management measure Residual impact

Carlingford Reduced air quality

Retail food services (cafes and restaurants) along Station Street, Adderton Road and Pennant Hills Road.

Slight negative


attract and retain customers and employees Reduction in repeat customers.


Neutral

Source: Technical Paper 9 – Air Quality Impact Assessment



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.



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 alsoidentifies a number of mitigations to be applied.

A summary of potential visual impacts is provided in



Table 32.



Table 32: Visual impacts summary table

Local business precincts effected

Impact Location of businesses potentially most impacted Significance of impact

Likelihood Management measure

Residual impact

Westmead Visual amenity and visibility

Businesses along Hawkesbury Road would experience a decline in visual amenity and business visibility. Additionally, due the combined effects on accessibility, legibility, wayfinding, comfort and amenity its streetscape is likely to 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.

Moderate Negative

Likely Business management plan


Slight negative

North Parramatta

Visual amenity and visibility

Businesses within Cumberland Hospital and along Church Street, along the project alignment, wold experience a decline in visual amenity and business visibility.

The impact to the visual amenity along Church Street would affect businesses reliant on this characteristic (i.e. cafes).

Moderate negative



Slight negative

Parramatta CBD


Businesses along Church Street, Macquarie Street, and George Street along the project alignment and roads being upgraded would experience a decline in visual amenity and business visibility.

The impact to the visual amenity along Church 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.

Moderate negative



Slight negative



Minor adverse impacts identified. Limited impact on businesses. Visual impacts upon Rosehill Gardens maybe experienced during construction from along the alignment and adjoining construction compound.

Slight negative

Possible Business management plan


Neutral

Carlingford Visual amenity and visibility

Minor adverse impacts identified. There would be limited impact upon businesses.

Slight negative

Possible Business management plan


Neutral



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



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 business precincts effected

Impact Significance of impact



Residual impact


Planned utility disruption

Slight negative

Likely Require cash only sales reducing potential number of customers and sales

Unable to operate electrical equipment including computers and machinery resulting in a loss of productivity

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.



Slight negative


Unplanned utility disruptions

Moderate negative

Possible The extent of impact on businesses would vary dependent on the potential duration of service outage. The longer the outage, the greater the impact would have on business productivity, expenses and business revenue.

Not currently known

Nil

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,



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 precincts effected

Impact Businesses that may benefit




Management measure

Residual impact


Construction worker expenditure

Retail, cafes, restaurants, take-away food, convenience stores, pubs

Slight positive

Likely Increase in passing trade and potential sales.


Slight positive


Goods and services demand

Broader region Moderate positive

Likely Increase in employment opportunities across the broader region

Increase in business revenue.

Nil Moderate positive


Passing trade from diversions

Retail, cafes, restaurants, take-away food, convenience stores

Slight positive

Likely Increase in passing trade and potential sales.


Slight positive



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.



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.



Table 35: Rail service frequency impacts assessment (operation)

Local business precincts effected



Residual impact


Rail service frequency

Business within close proximity to proposed stop locations would benefit from increased rail patronage and frequency

Large positive Almost certain

Increase in passing trade Increase in business connectivity 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.

Access Plan Large positive


Increased rail capacity

The proposed light rail service has an increased capacity of an additional 600 patrons per hour over that of the current heavy rail capacity. This increase potential number of customers and visitors within the precincts.

Slight positive Likely Increase in business connectivity 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.

Access Plan Slight positive

Parramatta CBD

Night time economy

The establishment of Parramatta Light Rail along Church Street would improve the amenity, safety and accessibility of Church Street Eat Street. This would increase the potential for passing trade capture and visibility of businesses along the street.

Moderate positive

Almost certain

Increased connectivity Increased passing trade Increased business visibility Increased accessibility Potential increased revenue capture Increased time economy activity Increased opportunity for outdoor expansion.

Access Plan Moderate positive



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.



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.



Table 36: Assessment of active transport links (operation) Local business precinct

Impact Proposed change with potential to affect businesses



Residual impact

Westmead

Pedestrian footpath

Upon operation footpaths would be provided along the eastern and western sides of Hawkesbury Road. This would increase the accessibility of retail shops along Hawkesbury Road south of Queens Road to existing customers and passing trade. This would lead to growth in business exposure and potential sales, while maintaining access to the Hospital and medical services.

Moderate positive

Likely Increased connectivity Increased passing trade Increased business visibility Increased accessibility Potential increased revenue capture.


Pedestrian crossings

New signalised pedestrian crossings would replace existing pedestrian refuges and zebra crossings at the following locations:

o Two intersections along Hawkesbury Road north of Queens Road

o Southern end of the stop at Children’s Hospital at Westmead 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.

Moderate positive



The zebra crossing along Railway Parade at Ashley Lane should be replaced to its pre-construction position at the earliest opportunity to re-establish pedestrian connection and improve visibility of retailers within the Westmead Village.

If not replaced, there is a potential for a reduction in passing trade 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.

Moderate positive



North Parramatta

Pedestrian crossings

Upon operation the project would: Provide improved pedestrian crossing opportunities along Factory

Street with a new signalised intersection at O’Connell Street and Factory Street. This would improve pedestrian accessibility to business east of O’Connell Street

Moderate positive









Residual impact

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

passing trade and visibility of commercial and retail premises. Slight positive

Likely Increased connectivity Increased passing trade Increased business visibility.


Parramatta CBD

Light rail and pedestrian zone

Creation of a light rail and pedestrian zone along Church Street would increase the connectivity of the street allowing growth in business exposure and passing trade. The improved accessibility brought by the stops and pedestalisation of Church Street would also improve the levels of safety, connectivity and productivity of the streets night time economy. There would also be opportunity for increased outdoor dining areas further increasing the productivity of existing and future retailers along the street.

Moderate positive

Likely Increased connectivity Increased passing trade Increased business visibility Increased accessibility Potential increased revenue capture Increased time economy activity Increased opportunity for outdoor

expansion.

Access Plan moderate positive

Pedestrian footpath

Increased pedestrian connectivity around the stops would increase the visibility and potential for businesses to capture passing trade.

Moderate positive




passing trade and visibility of commercial and retail premises.

Slight positive




Pedestrian footpath


Moderate positive




passing trade and visibility of commercial and retail premises. Slight positive



Carlingford Pedestrian footpath


Moderate positive

Likely Increased connectivity Increased passing trade Increased business visibility








Residual impact

Increased accessibility Potential increased revenue.

Cycle ways Increased cycle connectivity upon operation would increase passing trade and visibility of commercial and retail premises.

Slight positive



Active Transport Link

Businesses located in proximity to Parramatta Light Rail stop locations.

Moderate positive

Likely Increase in passing trade and recreation trip customers

Increase in business connectivity with other local centres

Increase in business revenue and viability.


End of trip cyclist facilities

Recommended provision cycle parking facilities at each stop. Slight positive

Likely Encourages more people to cycle to the stop increasing potential exposure of businesses and passing trade.



Stop accessibility Businesses located in proximity to Parramatta Light Rail stop locations.

Slight positive

Likely Encourages more people, including elderly, people with a disability or mothers with prams to use, the service increasing the number of people in the local business precinct and potentially increasing sales.


Increased patronage

Businesses located in proximity to Parramatta Light Rail stop locations.

Large positive

Likely Increase in passing trade and purchasers as commuters travel to and 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)



6.2.3 Public transport connectivity

Where possible the project design integrates multiple transport options at various stops by clustering taxi, bus, active transport (cycle) and light rail services in close proximity. This approach would enable public and active transport patrons to efficiently transition between the rail and other services, improving the connectivity of the local business precincts.

Improved connectivity may potentially attract more patrons to use services, increasing the exposure of businesses and overall vibrancy of the local business precincts. Improved public transport integration can also act as a catalyst for development investment, attracting more residents and businesses to a location, increasing potential trade opportunities.

Increased efficiency from public transport integration, although good for patrons, can result in the reduction of passing trade for some businesses and the increase in passing trade for others. This is due to patrons potentially not needing to pass businesses to transfer between bus and rail.

6.2.3.1 Changes to established bus routes upon operation

Changes to established bus routes has the potential to increase or decrease passing trade, worker and customer accessibility and travel times. These changes depend on how the bus route differs from the previous route and the location of the new bus stops.

As identified in the Technical Paper 2 – Construction Traffic and Transport Impact Assessment - there would be no changes required or proposed to rapid or suburban routes in the study area. There would be no changes to frequencies and hours of operation except that Route 829 would be permanently removed as it duplicates the Parramatta Light Rail line.

6.2.3.2 Changes to bus stop locationsChanges 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.



Table 37: Assessment of public transport alterations (operation) Local business precincts affected



Residual impact

Westmead

Changed route

Bus route 711 - Parramatta to Blacktown via Wentworthville – would be modified to operate with one-way loop via Hawkesbury Road, Hainsworth Street, Park Avenue and Caroline Street between Parramatta and Wentworthville in both directions. This reinstates the previous route and accessibility of patrons using bus along Hawkesbury Road, with a slight increase to patrons travel time exiting the local business precinct, resulting from the loop turn around. No major impact to businesses is expected

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

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.

Moderate positive

Almost certain

Increased bus services along Hawkesbury Road

Increased bus services to Mayflower Retirement Village

Increased connectivity and accessibility

Potential increased patronage levels and passing trade

Increased employee accessibility.


Changes to bus stop location

A new bus stop would be located in Caroline Street at the Mayflower Retirement Village. This stop was previously removed during construction.

Slight positive Almost certain

Increased accessibility and connectivity of Mayflower Retirement Village

n/a n/a






Residual impact

North Parramatta Changed route

Bus route 549 - Parramatta to Epping via North Rocks – would be modified from O'Connell Street to Church Street in both directions, however no changes to services. This would have a negative effect on the accessibility and connectivity of businesses along O’Connell Street while having a positive effect for businesses along Church Street.

Slight negative

(O’Connell Street)

Slight positive

(Church Street)

Likely Reduced employee and customer access (O’Connell Street)

Reduced business visibility (O’Connell Street)

Increased accessibility employee and customer (Church Street)

Increased business visibility (Church Street)

Increased passing trade (Church Street)

Parking Strategy


Access Plan

(Church Street)

Slight negative


Slight positive (Church Street)

North Parramatta and Parramatta CBD

Bus service cancelation

Bus route 829 - Parramatta to North Parramatta Loop - would be no longer required as service as it is duplicated with other Church Street services. The service also only operates during late nights and would be duplicated by the Parramatta Light Rail along Church Street.

Neutral Possible No impact to businesses as service is duplicated/replicated by the project

n/a n/a

Parramatta CBD Removal of bus stop

Bus stops are proposed to be removed from Church Street, However it would be expected that this impact would be positive for businesses along Church Street as the increased rail capacity and creation of a shared zone would improve accessibility for 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.

Moderate positive

Almost certain

Increased accessibility employee and customer

Increased business visibility Increased passing trade





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 parkingspaces.

The Technical Paper 2 – Construction Traffic and Transport Impact Assessment (unknown pages) indicates that the low demand for park and ride spaces at the Harris Street and Westmead stops would not warrant



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.



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.



Table 38: Assessment of local traffic network alterations on businesses (operation) Local business precincts affected




Residual impact

Westmead

Intersection and road changes

Proposed Hawkesbury Road/ Queens Road to be changed from priority controlled to left-in/ left-out only turn. Minimal to no impact to businesses south of Queens Road, as access via Hawkesbury Road and Ashely Lane via Railway Parade is still maintained

Proposed Hawkesbury Road/ Caroline Street roundabout changed to a signalised intersection. Minimal to no impact on Mayflower Retirement Village as access is maintained via Hawkesbury Road, Park Avenue and Railway Parade

Proposed Hainsworth Street/ Children’s Hospital Westmead car park access via roundabout to left-in/ left-out. Minimal to no impact as access is still maintained via Hawkesbury Road (northbound).

Neutral Likely Possible increase in travel time for employees, visitors and service businesses resulting from waiting at traffic lights. However, impact minimal as access is still maintained to businesses along Hawkesbury Road.

Ongoing review and revision of measures

Neutral

Road reconfiguration

The project alignment along Church Street is proposed to have one lane of traffic in each direction, upon operation. Although this is predominantly re-instating pre-construction conditions, it would result in some left turn or right turn only lanes would be removed to accommodate the project. However, with the surrounding off-corridor road upgrades congestion along the road would potentially be reduced.

Slight positive

Likely reduced traffic congestion Increased travel times for

employees and customers Increased reliability of

service/delivery businesses Increased passing trade

opportunity.


Slight positive

North Parramatta

Intersection changes

Proposed Factory Street/ New Street/ Fleet Street priority controlled proposed to be changed to a left-in/ left-out turn only

Proposed Factory Street/ O'Connell Street priority controlled proposed to be changed to a signalised intersection

Proposed Factory Street/ Galloway Street priority controlled proposed to be changed to a left-in/ left-out turn only

Right movements would be removed from Cumberland Hospital Eastern Intersection 2, Factory Street/ New Street/ Fleet Street and Factory Street/ Galloway Street.

Regarding the above intersection changes given the high connectivity of the surrounding road network within the North Parramatta minimal to no negative impacts are expected to be experienced by businesses within the local area.

Neutral Likely Possible increase in travel time for employees, visitors and service businesses resulting from waiting at traffic lights or changed turning conditions. However, impact minimal as the surrounding road network provides numerous alternative routes.


Neutral

New signalled Intersections

New signals are proposed at Church Street/Board Street, O’Connell/Barney Street and Dunlop Street and Factory Street and Eels Place

Proposed new signals to be located at Church Street/Harold Street and Church Street/Fennel Street. These would be left in/left out for southbound traffic and right 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.

Slight positive

Likely Increased accessibility Improved safety.


Slight positive







Residual impact

Corridor delays

Significant increases to delays for traffic along Church Street (southbound) are expected as a result of the project in the AM and PM traffic peaks. Delays are expected to double by 2026.

Significant delays are also expected along O’Connell Street south and northbound. The above traffic congestion would increase the costs associated time delays and reduced accessibility to businesses.

Moderate negative

Likely Increased traffic congestion Increased travel times for

employees and customers potentially acting as a deterrent

Reduced reliability of service/delivery businesses

Reduced passing trade opportunity.


Moderate negative

Parramatta CBD

Church Street rail priority zone

Church Street is proposed as a light rail priority zone between Lennox Bridge and Macquarie Street to accommodate pedestrians and light rail, with local traffic only permitted to access properties. This would decrease accessibility of businesses along this section to delivery and service businesses

A light rail priority zone is also proposed between Horwood Place and Smith Street. This would decrease the accessibility of businesses on the southern side of Macquarie Street that currently rely on access of Macquarie Street.

Moderate negative

Likely Extended travel times and vehicle operation costs

Delays in the receipt or distribution of goods


Increased overheads for businesses due to delivery costs.


Slight negative

Intersection changes

Proposed Church Street/ Palmer Street priority controlled proposed to be changed to a left-in/ left-out – the right hand movement would be removed

Proposed Church Street/ Market Street priority controlled changed to a signalised intersection. Access to Novatel and the service area for businesses located at 354 Church Street would be maintained

Proposed Macquarie Street/Horwood Place priority controlled proposed to be changed to a left-in only – the right hand movement would be removed

Proposed George Street/ Noller Parade/ Purchase Street priority controlled proposed to be changed to a signalised intersection



Neutral

Road lane changes

Eastbound only traffic between Marsden Street and Church Street reducing accessibility for westbound traffic

Eastbound only traffic along Macquarie Street between Church Street and MacArthur Street. This would potentially reduce accessibility of businesses along the street and increase congestion.

Slight negative

Likely Extended travel times and vehicle operation costs

Delays in the receipt or distribution of goods


Reduced accessibility


Slight negative







Residual impact

Increased overheads for businesses due to delivery costs

Corridor delays

Significant increases to delays for traffic along Macquarie Street (westbound) are expected as a result of the project in the AM and PM traffic peaks. Delays are expected to double to triple that experienced now by 2026

Significant increases to delays for traffic along Church Street (eastbound) are expected as a result of the project in the PM traffic peak. Delays are expected to double that experienced now by 2026

Significant increases to delays for traffic along Church Street (westbound) are expected as a result of the project in the AM traffic peak. Delays are expected to double that experienced now by 2026

The above traffic congestion would increase the costs associated time delays and reduced accessibility to businesses.

Moderate negative

Likely Increased employee and customer travel times potentially acting as a deterrent to businesses located along the streets

Increased traffic congestion Increased travel times for

employees and customers potentially acting as a deterrent

Reduced reliability of service/delivery businesses

Reduced passing trade opportunity.


Moderate negative


Proposed Tramway Avenue/ Arthur Street priority controlled proposed to be changed to a left-in/ left-out. This would change access to Tramway Avenue to southbound traffic although, given the connectivity of surround streets would have a minimal to no effect on businesses

Proposed Grand Avenue North/ James Ruse Drive priority controlled proposed to be changed to a signalised intersection. No real impact to businesses, some effect associated with waiting a signal lights, however there would be increased safety for turning vehicles

Proposed Grand Avenue/ Station access priority controlled proposed to be removed 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.



Neutral

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



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.



Table 39: Visual impacts summary table (operation) Local business precinct

Impact Proposed change or location of businesses potentially most impacted Significance of impact


Residual impact

Westmead

Visual amenity

Businesses along Hawkesbury Road would benefit from having a more generous pedestrian boulevard with a continuous avenue of street trees. This would create an attractive and comfortable (shaded) public domain and strengthen Parramatta’s Green Grid network.

Slight positive

Likely Increased business exposure Improved streetscape amenity making the

environment more comfortable and visually enticing to customers, potentially increasing passing trade

Improved sight lines to businesses increasing potential customer attraction and sales opportunity.

Maintenance and Review

Slight positive

North Parramatta

Visual amenity

Businesses along Church Street would benefit from the project providing improved pedestrian conditions, through creating a more generous pedestrian boulevard with a continuous avenue of street trees, that creates an attractive and comfortable (shaded) public domain and strengthen Parramatta’s Green Grid network.

Slight positive


environment more comfortable and visually enticing to customers, potentially increasing passing trade



Slight positive

Parramatta CBD

Visual amenity

Church Street Eat Street - The removal of traffic from this section of Church Street would result in considerable urban design improvements, providing additional space for street trees, al fresco dining and pedestrian priority movement. This would greatly improve the outdoor environment for businesses that rely on outdoor dining, increasing potential for increased passing trade and repeat customers

Macquarie Street shared zone - trees would be reinstated, creating an attractive and comfortable (shaded) public domain, strengthening Parramatta’s Green Grid network.

Slight positive


environment attractive, increasing length of stay for visitors and potential customers

Comfortable and visually enticing to customers, potentially increasing passing trade



Slight positive


Visual amenity

The new stabling and maintenance facility would be visible from the racecourse grandstand. Although the sight of this would be

Slight positive

Likely Increased business exposure Maintenance and Review

Slight positive




Impact Proposed change or location of businesses potentially most impacted Significance of impact


Residual impact

consistent with the surrounding industrial landscape. As such, there would be no change in the visual amenity of the racecourse

The removal of vegetation and intensification of the rail corridor around Camellia would be somewhat balanced by the quality of the new stop architecture. As such, there would be no perceived change in the amenity. However it would be an improvement to that during construction

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

Improved streetscape amenity making the environment attractive, increasing length of stay for visitors and potential customers



Carlingford

Visual amenity

The loss of trees during construction around Dundas Stop would be replaced with new planting and improved public realm treatments. The existing heritage station building would be retained so that the heritage character of the precinct would be retained. Overall, there would be an improvement in the amenity around the stop

Upon completion there would be minimal to no real change to the amenity around Telopea Stop. However it would be an 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.

Slight positive


environment attractive, increasing length of stay for visitors and potential customers




Slight positive

Source: Technical Paper 12 – Landscape and Visual Impact Assessment



6.3 Noise and vibration

Businesses can be sensitive to noise if it exceeds comfortable levels orcontinues for extended periods of time. This exceedance of comfortablenoise levels can affect employee health and wellbeing, employeeproductivity, ability to communicate and interact and work place ambience.

The proposed services would provide a light rail service through urbanenvironments where previously motor vehicle and heavy rail traffic waspresent. The project would also increase the frequency of passenger serviceson the Carlingford line, operating at increased rail speeds compared to theexisting passenger train service. Whilst the project is expected to have lowernoise generating vehicles than the trains currently operating, the higherfrequency of trains may cause noise and vibration issues.

Noise impacts as a result of the operation of the project do have the capacityto alter the amenity of the urban environment and impact on businessrevenue. This alteration may impact businesses, potentially adverselyaffecting:

Employee health and wellbeing

Employee productivity and concentration capacity

The ability to communicate and interact with employees, clients andcustomers

Work place ambience

Amenity and customer experience.

Despite not being specifically identified as sensitive receivers, there are someuses that are more dependent on pleasant urban environments to conductbusiness (such as cafes, restaurants). There is potential that any of theseadditional noise sensitive businesses in the immediate vicinity of the stops orrail line may experience a slight decline in amenity. These impacts wouldhowever need to be considered in light of the positive impacts that the railservice provides, including increased passing trade.

Technical Paper 13 – Noise and Vibration Impact Assessment assessed thepredicted rail noise levels of the project upon operation. The findings of theassessment identified that predicted noise levels may increase in some areasof the study area. However in the majority of areas, the impacts are expectedto be minimal upon operation of the Parramatta Light Rail.

Specific mitigations measures to address the noise level exceedances atcommercial sensitive receivers can be found in Technical Paper 13 – Noise and Vibration Impact Assessment. An assessment of the noise impacts onbusinesses is provided in Table 40.



Table 40: Assessment of noise and vibration impacts upon businesses (operation) Local business precinct


Likelihood Potential effect on businesses Management measure

Residual impact

Westmead

Rail operational noise

Noise management levels would be exceeded within four commercial receivers along the alignment. These include:

Two educational buildings at Western Sydney University

One medical building and one residential building on Hawkesbury Road

Westmead Church on Hawkesbury Road and Hainsworth Street

Three medical buildings at The Children’s Hospital.

Slight negative

Likely Reduction in work place ambience Reduction in productivity and concentration

capacity Difficulty communicating and interacting with




Slight negative

North Parramatta


Noise management levels would be exceeded within 10 commercial receivers along the alignment. These include:

Eight medical buildings at Cumberland Hospital East

One childcare and one café on Factory Street and Church Street.

Slight negative

Likely Reduction in work place ambience and customer experience at cafes and restaurants







Slight negative





Likelihood Potential effect on businesses Management measure

Residual impact

Parramatta CBD


Noise management levels would be exceeded within 25 commercial receivers along the alignment. These include:

The Riverside Theatre 10 café/restaurant receivers directly adjacent the

alignment University of New England Campus on Church

Street, together with Arthur Phillip High School, University of Western Sydney, and Rowland Hassall School on Macquarie Street

St. John’s Anglican Cathedral Church on Church Street, Leigh Memorial Church on Macquarie Street and Church of St. John the Baptist on George Street

Parramatta Town Hall building on Macquarie Street.

Slight negative

Likely Reduction in work place ambience and customer experience at cafes and restaurants







Slight negative

Rosehill and Camelia


Noise management levels would be exceeded within four commercial receivers along the alignment. These include:

One childcare building, one library building and two educational buildings on the Western Sydney University.

Slight negative

Likely Difficulty communicating and interacting with employees, students, children and customers for daily operation



Slight negative



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 precincts effected

Impact Significance of impact Potential effect on businesses


Urban renewal and development opportunity

Moderate positive Increase in potential business and resident population leading to potential increase in sales and business revenue

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



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.



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


(Construction)

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

Preparation of a Business Consultation and Activation Plan to develop strategies to minimise impacts on businesses during construction and as a result of operations. This plan will include details on how Sydney Co-ordination Office, Local Business Chambers and business representatives will contribute to development and implementation of strategies

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.


(Construction

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



Mitigation code Mitigation description

&

Operation)

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 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.


(Construction)

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, suitable signage for alternative options should be provided and maintained during the period of works

Clearly demarcates construction sites and public safety zones particularly when using equipment that may induce vibration or other negative effects

Implement clear signage that highlights that businesses are open and still accessible during the construction phase 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

(Operation)

Access Plan that:

Undertakes regular improvements to landscaping and the public realm to enhance access to and around the project alignment and stops

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.


(Operation)

The regular maintenance of infrastructure and equipment within the light rail corridor to ensure air and ground borne noise levels and disturbances (as a result of train movements and related equipment usage) are kept to a minimum.

Controlled use of public announcement system and bells to minimise noise disturbance Provide and maintain high quality landscaping and urban realm improvements.


(Operation)

The ongoing review and revision of measures implemented by the proposal to ensure they effectively minimise negative impacts to the operation and function of businesses through all reasonable mitigation, management and maintenance measures.



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.



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 On street parking Noise, vibration and dust Customer access / passing trade Traffic congestion and travel times Vehicle operating costs Loss of power and utilities Staff access, recruitment and

retention Visual amenity Business turnover / viability

Passing trade Trade increase Demand for services Stimulation of redevelopment

opportunities

Operation

Commercial rent for tenants On street parking Changed behaviour during

construction Perceived fear of crossing tracks Delivery and servicing constraints Customer access and parking Noise, vibration and dust

Enhanced access for customers Increased capacity and

Development opportunities Commercial rent for landlords Congestion, deliveries and

servicing Land values Staff access, recruitment and

retention Business turnover / viability Visual amenity



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



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)



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.



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



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.



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

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

15 16

44

2729

0

5

10

15

20

25

30

35

40

45

50

Westmead NorthParramatta

ParramattaCBD

Rosehill &Camellia

Carlingford



A more detailed breakdown of the respondents by business type can be seen in the figure below.

Figure 23: Respondents by business type

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.

17%

24%27%

5% 3% 6%

10%

1% 6% 2%0%

5%

10%

15%

20%

25%

30%



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

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.

75%

42%

60%

48%39%

62%

90%

50%

75% 71%

25% 58% 40% 52% 61% 38% 10% 50% 25% 29%

0%10%20%30%40%50%60%70%80%90%

100%

Part time Full time



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.



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

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.

78%

31%

6% 18%

0%

10%

20%

30%

40%

50%

60%

70%

80%

Personsworking/living

local

Passing tradefrom the street

Visitors/tourism Other



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

41%

15%10%

7%

15%11%

0%

5%

10%

15%

20%

25%

30%

35%

40%

45%

<20% 20 to 40% 50% 50 to 75% >75% Not Sure



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

Business visibility

Passing trade

Customer access

Customer parking

Employee access

Employee parking

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

Positive Neutral Negative Significantly negative

Not sure

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%



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

Business visibility

Passing trade

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

Customer parking

Employee access

Employee parking

Disturbance or disruption - noise

Disturbance or disruption - vibration

Disturbance or disruption - dust

Vehicle access

Table 46: Perceived impacts upon operation

Significantly Positive

Positive Neutral Negative Significantly negative

Not 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



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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Parramatta Light Rail Business Impact Assessment