Parramatta Light Rail - Stage 1

In Section 4.4.3 of the Noise and Vibration Impact Assessment, it is stated that `It is acknowledged that embedded rail systems have different track maintenance requirements compared with free rail systems which can make rail surface condition maintenance more challenging. As a result embedded track rail surface roughness can deteriorate over time if not properly managed. It is assumed that LRV wheel and rail roughness condition would be maintained to conform with international best practices.'

Please advise how TfNSW will ensure that the light rail will be maintained such that noise and vibration does not worsen over time?

It is noted that on the George St / Alfred St intersection that the LRVs will be decelerating at the signalised intersection, as well as navigating a tight radii S-bend through the intersection. These are sources of operational noise as stated in the Noise and Vibration Impact Assessment. At this intersection, there are residencies very close by who will be affected significantly by the noise, as stated in Figure 43 as being Operational Noise Trigger residencies.

These noise impacts could have been avoided by adoption Route Option 1 along Noller Parade as per Section 3.6.6.3 of the EIS. Please confirm why the long term impacts on residents on George St, as well as long term performance of the light rail, have been sacrificed to adopt Route Option 2 along George St?

In Table 5.8 of the Social Impact Assessment, the `Impact Significance' appears questionable. For example, why is `Safety', which has a negative impact, rated as Low when something seemingly less critical to local stakeholders such as `Active transport' rated high? It appears that safety should be given a much higher priority on this project

Active transport has benefits for individuals and the environment. Please consider this and make adequate provision for bicycle parking (e.g. bike racks) close to each light rail stop.

Construction will affect Hainsworth St and Hawkesbury Rd in Westmead. These roads are used bicycle commuters moving between the different hospital precincts, between Cumberland Hospital, The Childrens and Westmead Hospital (and further afield). Please provide alternative safe routes for cyclists during construction (if access for bicycles and other vehicles is closed during construction).

Once constructed, will bicycles be permitted to move along the light rail route? Can cyclists safely cross light rail tracks or will the tracks be fenced or too hazardous? If cyclists can't move safely along the route, please provide an alternative safe route for bicycles to move between Westmead Railway Station (and Westmead Hospital) and Cumberland Hospital. Thank you.

I oppose the planned route if there is NO further connection of Calingford terminal to either Epping train station or M2 bus station. Carlingford is always being ignored by not having a good transport system for ages. It is going nowhere even with this new light rail. The dual track light rail in Carlingford will not improve the current over-crowded apartments around Carlingford train station which will NOT be used by Carlingford residents. It is just another repeating failing story how the council did not know how to build a better transport infrastructure. Why do we have to go to Granville to change the train to go to Sydney CBD. Connect the light rail to Epping train station or M2 buses. You need to complete the whole loop instead of just only developing the south western part.

I am a resident in Carlingford and work at Silverwater. In order to commute from home to work via public transport, I presently take a train from Carlingford to Rydalmere and then change to the 525 bus from Rydalmere to Silverwater. This journey takes me 40 minutes for an approximately 10 km journey. This journey has very low frequency of 45 minutes during peak and 1 hour off peak. Due to the low frequency and long journey time, I choose to regularly commute by bicycle.

As the proposed Parramatta Light Rail Stage 1 significantly increases frequency along the Carlingford line, I support the project. I also support the creation of an active transport link along the converted heavy rail corridor, although this should be 100% along the light rail route, not deviating onto roads such as Adderton Rd Telopea.

There should be allowance for extra stops between Carlingford and Camellia.

The length of time that the Calringford line will be closed is extremely long. The project should aim to be complete much earlier than 2023, e.g. 2020.

Stage 2 should travel along Holker St Silverwater as this area is poorly served by buses at the moment which are often delayed along Holker St.

I support the pedestrian and cyclist corridor in the new bridges. However, do they link up with a bicycle network in Parramatta City?

Given that George St in the City has been closed for construction for almost 3 years, I think the business prospect along Parramatta Eat Street will be bad. Unless the construction companies have come up of a way to build this section really fast, say within 1 year.

I am concerned about the section of George St between Harris St and Alfred St. This section of George will carry both the new tram and motor traffic. Without some traffic diversion or road widening, I don't think it will cope.

Please find my submission attached.

First up I would like to point out that asking for submissions on a project that has already been rubber stamped due to all the preliminary expenditures on acquisitions and notifications, is an exercise in futility. Public opinion on the route should have been sort prior to last minute consultation.
Submission;
The light rail projects current proposed route through the Cumberland Hospital, then down Church St and into Macquarie St will be detrimental to many things, including Eat St businesses, historic buildings and a possible World Heritage listing for the North Parramatta precinct.

The O'Connell St / George St route is a more practical option for the following reasons;
* It is the best outcome for fewer closures and disruption to Eat Street businesses
* The heritage loss of the Royal Oak Hotel, the second last of two pre 1850 Pubs in Parramatta
* Public dispersion on game days into the curtilage of the Stadium would be safer and closer
* The George Street route offers better access to the city centre to stimulate growth. It also provides short walk access (past other retail outlets), to the Civic centre and station, to Eat Street, to the future MAAS, to the WSU and High School and the Charles St Ferry terminal
* George St is a wide one way traffic avenue without the major utility conduits the run down Macquarie St, like the 132KV cabling between Endeavour Energy West and East substations
* Historically George St was Arthur Phillips Australian Pall Mall and was a previous tram route to the river at Camelia. This has synergies with our Parramatta City, Cradle of the Nation status.

My fallback position to save the Royal Oak, if the light rail is to run down Church Street with just rail and no cars down Eat Street is as follows;
* Make Church Street south of Grose St either one way south for cars and buses OR buses only two-way. With the Windsor Rd/Church St, re- direction to O'Connell St near gaol, that's part of Councils inner ring road program, this should not affect traffic flow any worse than blocking Church St and this reduction in road space should save the Royal Oak from destruction and preserve this heritage item
* It is possible to move the whole Royal Oak back 10 metres and keep the historic stables intact, a concept that is utilized at many locations around the world
* Also acquire 404 Church St and divert the rail slightly east, this site could then be utilized for site works and maybe later on a small park

On the Cumberland Hospital Route, it should be pushed further north away from the Historic Female Factory, passed the Old Gaol and into Dunlop St. Future World Heritage status and its tourist draw card could be unattainable at present proposed route.

If the light rail does run down Macquarie St, consideration should be given to a stop at the corner of Charles St for easier access to the ferry service.

The light rail should be extended from Carlingford to Epping to create a ring system for public transport. To accommodate this car traffic should be diverted by tunneling under Mobbs Hill, so it comes out further down Pennant Hills Rd and Carlingford Rd.

In response to the EIS exhibited for Stage 1 of the PLR, I attach a 2 page submission supported by plans, outlining 6 major design issues. But importantly, solutions are also proposed so that a useable and functional PLR can be delivered for the people of Western Sydney.

See attached file.

Is it possible to see the reasons as to why Light Rail was chosen against the other option of BRT (Bus Rapid Transport) even though the Table 7.1 Comparison of light rail and Bus Rapid Transit in the CBD on page 100 of Infrastructure NSW/ State Infrastructure Strategy clearly shows BRT to be a better option?
Now Light Rail proposal is in final stages for Western Sydney. The interesting thing is no alternative has been considered for Western Sydney as if Light Rail is some sort of panacea to solving transport challenge. If Light Rail for CBD was shown as inferior option, why the same mistake is being made for Western Sydney and without evaluating any other alternative option? Can someone explain please!

Please see attached

Please find attached the EPA response to the Parramatta Light Rail Stage 1 EIS.

Please see attached formal DPI response for the above matter.

Kindly refer to PDF attachment 1 below.

See attached pdf

Please find attached

Please find attached

Please find attached FRNSW comments on the EIS.