State Significant Infrastructure
Parramatta Light Rail - Stage 1
City of Parramatta
Current Status: Determination
Interact with the stages for their names
- SEARs
- Prepare EIS
- Exhibition
- Collate Submissions
- Response to Submissions
- Assessment
- Recommendation
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Archive
Application (1)
SEARS (1)
EIS (40)
Response to Submissions (1)
Determination (3)
Approved Documents
Management Plans and Strategies (130)
Reports (30)
Notifications (1)
Other Documents (36)
Note: Only documents approved by the Department after November 2019 will be published above. Any documents approved before this time can be viewed on the Applicant's website.
Complaints
Want to lodge a compliance complaint about this project?
Make a ComplaintEnforcements
Official Caution issued to Ballyhooly Civil Pty Ltd (SSI-8285 as modified, City of Parramatta LGA)
On 26 April 2021, the Department issued an Official Caution to Ballyhooly Civil Pty Ltd (BH Civil) for carrying out development at the site known as the Argus Lane Compound for the Parramatta Light Rail Stage 1 project without relevant development approval being issued by the Department. Development approvals are vital to the planning system to ensure conditions of approval are implemented to mitigate the risk of developments to adversely impact on the environment, human health and the amenity of NSW local communities. BH Civil has worked with the Project to remedy the breach and reduce impacts on the community.
Inspections
6/03/2020
22/09/2020
13/01/2021
19/01/2021
9/02/2021
16/03/2021
30/03/2021
20/04/2021
26/04/2021
20/05/2021
20/05/2021
20/05/2021
23/11/2021
12/04/2022
18/05/2022
25/05/2022
20/06/2022
17/08/2022
28/09/2022
25/01/2023
17/05/2023
02/06/2023
14/06/2023
28/06/2023
31/01/2024
Note: Only enforcements and inspections undertaken by the Department from March 2020 will be shown above.
Submissions
Name Withheld
Object
Name Withheld
Message
- fully separated cycleway and pedestrian paths from Carlingford to the Parramatta River
- these paths must stay within the Light Rail corridor, and must not deviate onto Adderton Rd (Telopea). The paths must be continuous with frequent access points and Light Rail crossings
- the propose bridge over the Parramatta River should be a minimum of 4 metres wide, NOT the proposed inadequate 2.5 metres.
- bicycle riding must be maintained in all Parramatta CBD streets, with a 30 km/h speed limit
Anthony Brown
Comment
Anthony Brown
Message
David Harper
Comment
David Harper
Message
Walking and cycling areas should be separated over the full length
At Kissing Point Rd, access to the Active Transport link should be from both sides of the road
The bridge over the Parramatta River at Camellia should be minimum of 4m wide. A width of 2.5m is manifestly inadequate, for example we have seen width issues on both the ANZAC Bridge and Sydney Harbour Bridge
Bicycle riding must be maintained in all Parramatta CBD streets, including those with Light Rail
A 30 km/h speed limit should apply to Parramatta CBD core
Church St should have a pair of dedicated uni-directional bicycle paths
The unused rail corridor from Camelia Station to Clyde Station should be retained as an Active Transport Link. This will then link in the future to a Duck River Active Transport Link. This would provide an Active Transport link all the way to Sefton.
Leandro Guerra
Comment
Leandro Guerra
Message
This is a 50 year plan so we must do this well
Route is already noted as a Strategic Bicycle Corridor in Sydney's Cycling Future (Dec 2013)
Will be part of Sydney's future Principal Bicycle Network as it is an essential link in the route, connecting Parramatta with Epping and Macquarie University & Park
It connects major trip generators: three uni campuses, two business districts, and major residential areas
Links with the existing Parramatta Valley Cycleway
Features needed:
Build it now, for the future
Separated cycling and walking areas
Multiple/frequent access points to the Active Transport link to aid in permeability and usage
Must be continuous to cater for all Active Transport groups, from ages 8 to 80
Specifics:
Must be in corridor for full length. The proposed out of corridor section at Adderton Rd (Telopea) should instead remain inside the corridor. This serious lack of continuity impinges on the total amenity of the project. It will be a barrier for the younger and older.
Walking and cycling areas should be separated over the full length
At Kissing Point Rd, access to the Active Transport link should be from both sides of the road
The bridge over the Parramatta River at Camellia should be minimum of 4m wide. A width of 2.5m is manifestly inadequate, for example we have seen width issues on both the ANZAC Bridge and Sydney Harbour Bridge
Bicycle riding must be maintained in all Parramatta CBD streets, including those with Light Rail
A 30 km/h speed limit should apply to Parramatta CBD core
Church St should have a pair of dedicated uni-directional bicycle paths
The unused rail corridor from Camelia Station to Clyde Station should be retained as an Active Transport Link. This will then link in the future to a Duck River Active Transport Link. This would provide an Active Transport link all the way to Sefton. A major Active Transport corridor!
Alex Siegers
Comment
Alex Siegers
Message
- fully separated cycleway and pedestrian paths from Carlingford to the Parramatta River
- these paths must stay within the Light Rail corridor, and must not deviate onto Adderton Rd (Telopea). The paths must be continuous with frequent access points and Light Rail crossings
- the propose bridge over the Parramatta River should be a minimum of 4 metres wide, NOT the proposed inadequate 2.5 metres.
- bicycle riding must be maintained in all Parramatta CBD streets, with a 30 km/h speed limit
Kiarash Firouzi
Comment
Kiarash Firouzi
Message
Thank you.
Jena Tayleaha
Object
Jena Tayleaha
Message
Also I am a resident of 504 Church street and I heard that we will be loosing car parking at the front of our unit block. There isn't enough car parking already. The car parking on castle street is unsafe for a female to park there at night. If only the people who planned such important infrastructure dis so with care and not take the easiest option.
Name Withheld
Object
Name Withheld
Message
There are other more creative solutions that can be made for for retaining the heritage pub and at the same time improving community outcomes.
The buildings on the other side of the road could be utilised to create enough space for a shared use.
Also
I have concerns regarding the impact on residents of 504 Church Street North Pararmatta:
1. Noise operation and construction
2. Property access
3. Unwanted public access, issues of privacy, security and safety
4. Local parking area
Fances Schmellar
Object
Fances Schmellar
Message
I live at 504 Church street in North Parramatta and from the EIS documents that I have read. The following potential problems have been identified:
- Existing driveway access
- Rail operational and construction noise. my unit fronts Church street. I expect that my windows will be insulated. Howe come nobody has been in-contact?
- Potential for the public to use our property as a thoroughfare this can cause, issues of privacy, security and safety
- The parking at the front of the unit block is the only safe on street parking available. what is being done to protect us and our motor vehicles
Name Withheld
Object
Name Withheld
Message
The food is great at this pub, better than some restaurants.
Irene Jones
Object
Irene Jones
Message
Please don't demolish this lovely old building. My sons frequent this establishment and very much enjoy the time they spend there. Surely, there is something that can be done to protect it?
As a resident of parramatta council. I find it disturbing that older important buildings are so easily gotten rid of. It is also a reflection on how you treat older people.
Name Withheld
Object
Name Withheld
Message
There must be another solution. If Parramatta wants to be the next greatest city. This doesn't happen if the easiest option is always taken.
Jena Tayleah
Object
Jena Tayleah
Message
Also I am a resident of 504 Church street and I heard that:
The only safe car parking located on church street is being removed. There isn't enough safe car parking already.
Construction noise. I am expecting and would like the government to insulate my bedroom windows that are facing Church street. I didn't ask for this infrastructure and I shouldn't have to suffer with a lack of sleep.
Ray Wehbe
Object
Ray Wehbe
Message
what we need to know is:
when will construction on the CBD part of the light rail begin and for how will construction take?
what portion of our outdoor dining will we loose?
is there a plan to compensate through construction? George street Sydney has seen a significant number of business's close down due to light rail construction and this is our main concern.
Where our site is we will be surrounded by two high rise constructions from the rear of the property and the light rail from the front! i don't think we will have good access for customers once this starts. What solution would be taken to minimize access disruption and noise?
we will be seeking professional advise regarding our lease and licencing fees and how this development will effect it.
James Hansen
Object
James Hansen
Message
The Westmead connection is bizarre, good transit networks are straight lines, this meandering alignment is rubbish. The North Parramatta alignment is fine, however Westmead is well connected by heavy rail and the bus T-Way. Don't build the alignment through the Cumberland Hospital and Hawkesbury Road, it's rubbish. Reserve a corridor though the hospital site to straighten the T-Way alignment for light rail in the long term. Don't waste money on this section.
Within the CBD it wasn't clear to me in the EIS if the George Street and Macquarie Street one-way traffic sewers would be restored to two-way streets. This is critical to making the CBD more walkable while also improving the amenity for businesses and motorists. The evidence is clear, one-way streets increase vehicle speeds and reduce business activity. Adding light rail is the best opportunity we will ever have to fix these mistakes of the past.
The proposed light rail bridge over James Ruse Drive is horrible, and the image with pedestrian activity in this area is a joke. How could you propose such an ugly structure. The proposed bridge is a blight on the city and must not be built. I understand that grade separation is required, however the barrier problem caused by main roads cannot, and should not, be fix with bridges. James Ruse Drive should be tunnelled or trenched. Road tolls, congestion charging, parking levies and infrastructure levies on rezoning Rosehill and Camelia from industrial to residential use should fund the grade separation of James Ruse Drive. Do not build this bridge!
The location and design of the stabling and maintenance facility is awful. Firstly, the light rail stabling and maintenance should be located at Auburn, on the old freight stabling yards near Clyde. These stabling yards are hardly used and not required, there is plenty of land for freight stabling available at Chullora and Strathfield South. The at grade crossing on Parramatta road would only be used late at night and in the very early morning, so the argument of traffic disruption is rubbish. If day-time stabling is required it could be located adjacent to James Ruse Drive at the southern end of the Rosehill Gardens carpark. This would also provide for light rail on race days. There is even a disused rail bridge across the Duck River, perfect for extending the Carlingford line into the Auburn stabling area. The proposed location within meters of an urban renewal precinct, and within meters of the Parramatta river is insane. This land is far more valuable for high density residential and employment uses. The current industrial zoning is a complete failure, only a government agency would be foolish enough to build industrial uses in this area.
If you are mad enough to build the stabling and maintenance facility in Rosehill it needs an urban design commiserate with an urban renewal precinct. It needs an active street frontage, perhaps offices, a museum or gallery, shops, cafes, pedestrian amenity like trees, native grasses, protected bike lanes, and a small footprint. Rosehill needs a permeable fine grain street network, not a monstrous maintenance facility. You should consider building the entire thing under a massive accessible green roof to provide open space for the residents and workers of Camelia and Rosehill. The cost of this land and the architecture to make it work in this location is insane, just build it in Auburn where it is clustered with other rail maintenance uses.
Honestly the only good thing about this proposal is the Carlingford line conversion and connection to Metro West within the Parramatta CBD.
This light rail project, and all future extensions, should be conceived as branch lines of the Metro West network. Because Metro West needs to be a fast service with only a few stations, Light Rail can be the mechanism for feeding passengers onto the metro network. There should be a clear hub and spoke typology, Metro Rail at the hub and Light Rail with urban renewal as the connecting spokes. Don't build this meandering Westmead rubbish, shape the city around access to the Parramatta CBD, Metro West intercity connections, and urban renewal.
The Department of Planning should reject this proposal and get some real planners to design an integrated land-use and multi-modal transport network.
Ray Rauscher
Comment
Ray Rauscher
Message
Conjoint Lecturer
Univ. of Newcastle
Ourimbah Campus
Ourimbah 2258
[email protected]
Submission proposed Parramatta Light Rail (re. EIS Stage One, 2017)
Thank you for the opportunity to make this submission. My main contribution is to point out the potential for an alternative to the route section that goes through Eat Street (Church St).
I have surveyed the route on foot and vehicle a number of times after reading the EIS. I attended: 1. a business session with several shop owners and a PLR representative (mid-October 2017): and, 2. a PLR business session at the Novotel Hotel later in October.
The material on traffic studies (I was told by PLR representatives at Novotel (above) was commercial in confidence and thus not available. This has made my submission void of traffic analysis. However, I believe the alternative I submit herein is a valid approach to ensuring a best option for the PLR. This would also ensure options for Eat Street to become a full mall (extending the current mall at Macquarie St to Lennox Bridge. The extended mall connecting also to Parramatta Square (currently under construction) would give Parramatta one of the best pedestrian downtowns in Australia.
I submit this route alternative:
Light Rail from the north going south in CBD:
1. Right at Market St (minimum traffic street) at Prince Alfred Sq. (beautiful views and a popular park)
2. Left at Marsden and over the bridge (probably stronger than Lennox Bridge) with again great views and has a pedestrian path (as does Lennox Bridge)
3. Left at George, four lanes going east currently. Would become one lane either direction. This route then connects with the proposed LR going into George turning right at Harris St (at Robin Thomas Reserve).
The above route is a 'boulevard' approach with its own advantages in function and attractiveness. The route also allows Eat St to blossom potentially into an extension of the Mall to Lennox Bridge (as noted above). That could also open up future prospects for 'shop top residential' housing in Eat Street.
The above also allows Macquarie St to maintain a transport function, but with a 'calming' traffic rearrangement. The 900 free bus is very popular and should be expanded (currently starts in Macquarie St as you are aware).
In summary, 'transport planning' (LR, traffic, parking) and 'cultural, entertainment and business' planning need equal weight in any PLR planning in the CBD. I believe my proposal achieves this.
I would be happy to discuss my proposal further. I have written several books (2014 onwards and including Sydney and New York) on sustainable urban planning (google my name and add `books' after). The Cities in Global Transition has a number of chapters on Parramatta District (released in 2017 by Springer). The books may be good references for PLR planning and works.
Sincerely submitted
Ray Rauscher
Frank Duff
Comment
Frank Duff
Message
Frank Duff, 20 October 2017
1. I favour the scheme; But the route through Parramatta - North Parramatta should be diverted TWO blocks to the West (see Item 2) - 

a) to better service popular destinations (Items 3 & 4)

b) to lessen a major problem for St Patrick's Church (Cathedral) goers (Item 5)
2. The route should NOT traverse Church St (Eat Street); instead it should go along the Western side of O'Connell St - particularly between Albert St and Parramatta River; it might continue South before turning East into Macquarie St. 

To assist in maintaining traffic flow in O'Connell St, PLR a stop should be located within the perimeter of Parramatta Park, a minor intrusion.
3. A Western diversion would ideally service (from North to South): the North Parramatta precinct (Albert St); the Leagues Club (plus East Parramatta Park & two schools); the rebuilt Stadium (with access to Parramatta River & the new swimming pool); and the RSL Club (and Parramatta Park SE entrances).
4. Stops on the Western diversion might conveniently be located at intervals: at Cumberland Hospital (no change); Albert St; Eels Place; near the old pool; at Macquarie St (Stop on RSL land to facilitate traffic flow?). See aerial view (p 2).
5. A Prince Albert Square stop (to which I object) would, I consider -

a) negatively impact on pedestrian and vehicular access to the Cathedral and to the conduct of Services therein: well-attended Masses on Saturday evenings (Vigil of the Sabbath), to Sunday mornings (to about 1 pm), to Sunday evenings (5.30 pm to 7.30 pm); also to frequent Weddings on Saturdays (from late Morning to late afternoon).


b) encourage pedestrian traffic along Victoria Rd - to and from Parramatta Stadium - on Game Days and for major Entertainment Events. On past occasions, massive numbers of people have prevented vehicular access to Cathedral parking; also boisterous behaviour of pedestrians (on their way to a good time) has disrupted Cathedral Services, even drowning out (stopping) a Sermon. Because the Cathedral has wider Diocesan relevance, attendance is drawn from near and far, hence the need for considerable parking access.


Mooted closure of Victoria Rd (between Marist Place and O'Connell Sts) would deny vehicular access to the Cathedral (not possible from Marist place) and to the OLMC Convent; without solving the problem of disruption to the Cathedral.
A composite aerial photo shows the Church St & O'Connell St options; it also shows - between the Stadium & Prince Alfred Square - properties owned by the Catholic Diocese and, a separate entity, the St Patrick's (Cathedral) Parish.
6. The proposed Western diversion will encourage stadium patrons to use PLR - rather than walk - from Parramatta Station; rail users could transit to PLR at Westmead, thence directly to the stadium: TWO major boosts to PLR use.


The diversion would take pressure from Eat Street: Currently on Game Days pedestrians - in large numbers - disrupt dining activity: think waiters serving patrons in enclosures on the footpath itself.
7. About the writer:
The writer is a retired professional engineer
He graduated BE (Mech & Elect), Sydney University, 1957.
He lived in Northmead from 1947 to around 1960.
He attended school at Parramatta Marist, Victoria Rd, 1947 - 1952.
He lives In Northmead from around 1966.
He is a long-time parishioner of St Patrick's Parramatta.
Frank Duff
PS: this website will not allow me to upload 2 attachments - I have two PDF docs ready ... Planner James Sellwood has not returned two `phone messages.
Justin Sider-Flanges
Object
Justin Sider-Flanges
Message
Also. I'm concerned that the parking area on the opposite side of the street will be removed along with the other on-street parking. Where am I meant to park my motor vehicle?
Richard Ure
Support
Richard Ure
Message
Parramatta Council is supporting the extension to Epping station of the Parramatta Light rail from its currently proposed destination of Carlingford station (Lord Mayor's Message, Northern District Tomes 18/10).
If this comes to pass and the extended line follows the line of the previously proposed Parramatta to Chatswood heavy rail, it would probably go underground at this point. https://goo.gl/UH6DsY.
Land near the station in Eastwood is under more competitive pressure for other uses. Is it too radical an idea to suggest that the best place for an Eastwood commuter car park for western Sydney motorists is at Carlingford station?
Pam Kendrick
Support
Pam Kendrick
Message
The ATL will connect to, & enhance, the P'matta Valley Cycleway, with over 175,000 bike movements in the last year - & that does not include pedestrians.
The ATL needs frequent access points for permeability, safety/security & to achieve max potential usage. It needs to be usable by people with impairments, as well as the general population in ages from preschool to aged.
To address this the ATL must have separated walking & cycling paths, as on the downhill parts, cyclists can, & do, reach high speeds. I have reached 60 kph on parallel Adderton Rd from Pennant Hills Rd to Telopea Stn, but only manage closer to 10kph uphill there. Walkers. & slow riders often wander across the path, so a 3.6m path is dangerously narrow.
The ATL needs to be continuous for safety of all, especially vulnerable users, so to force all to use a 3-road crossing at Adderton Rd instead of an underpass is both dangerous & penny-pinching.
The ATL must be accessible from both sides of Kissing Point Rd.
The bridge over the river must have a deck width of greater than 2.5m. The absolute min is 4m, as other bridges in Sydney - SHbr Br., ANZAC br & Silverwater Br are already choked at busy times.
To encourage multimode travel, bike parking needs to be provided at all stations, with Opal-card activated cages ideal for commuters & U-railsfor casual use adjacent & elsewhere. Bike parking must be well lit,convenient, in a busy area for security, & have racks to support the bike frame, not just a wheel.
Bikes must be allowed on light rail vehicles, at the very least in low use times. The steep grade of the ATL will deter many from using the ATL downhill, if they cannot ride up. Bikes are often seen on the current trains.
Cycling should be allowed on all CBD streets as now.
The rail corridor from Clyde to Camellia will make an ideal AT link to the Duck R, Auburn & on to Bankstown.