Fairfield Transport Interchange Upgrade - Transport for NSW

Fairfield Transport 

Interchange Upgrade 

Determination Report 

JULY 2012

Division 

Document 

Transport Projects Division 

Fairfield Transport Interchange Upgrade 


Date 27 July 2012 

Status 

Author 

Final 

Mazz Appleton 

Document Reference Number 1452311



Table of Contents 

1 INTRODUCTION.......................................................................................................1 

1.1 Background ................................................................................................... 1 

1.2 The Fairfield Transport Interchange Review of Environmental Factors..... 1 

2 DESCRIPTION OF THE PROPOSED ACTIVITY IN REF...................................3 

2.1 Design Modifications .................................................................................... 4 

3 CONSULTATION & ASSESSMENT OF SUBMISSIONS ...................................6 

3.1 Public display................................................................................................. 6 

3.2 Consideration and Response to Submissions ............................................ 7 

3.3 Response to Key Issues.............................................................................. 13 

4 CONSIDERATION OF THE ENVIRONMENTAL IMPACTS............................ 16 

5 CONDITIONS OF APPROVAL FOR FAIRFIELD TRANSPORT 

INTERCHANGE UPGRADE................................................................................. 19 

6 CONCLUSION........................................................................................................ 20 

Appendices 

1. Fairfield Transport Interchange Upgrade - Review of Environmental Factors 

Volumes 1 & 2 (February 2012) 

2. Fairfield Transport Interchange Upgrade – Flora and Fauna Impact Assessment, 

GHD (December 2010) 

3. Fairfield Transport Interchange and Commuter Car Park Tree Report – Treescan 

(August 2011) 

4. Fairfield Transport Interchange Additional Works – Noise and Vibration Assessment, 

SLR Consulting (7 June 2012) 

5. Plans 

6. Conditions of Approval for Fairfield Transport Interchange Upgrade (July 2012) 

7. Conditions of Approval under Section 60 of the Heritage Act 1977, Office of 

Environment and Heritage (11 July 2012) 

Ref no: 1452311



1 Introduction 

1.1 Background 

Transport for NSW is the NSW Government’s lead public transport agency that ensures 

planning and policy is fully integrated across all modes of transport in NSW. It manages a multibillion 

dollar budget allocation for rail, bus, ferry and taxi services and related infrastructure in 

NSW. 

Transport for NSW is responsible for improving the customer experience of transport services, 

transport policy and regulation, planning and program administration, procuring transport 

services, and infrastructure and freight. 

On 23 April 2012, the Minister for Transport announced the new Transport Access Program 

(TAP). The program is designed to provide a better experience for public transport customers 

across the State by ensuring infrastructure improvements are delivered in a co-ordinated and 

integrated way. 

The key objectives of the Transport Access Program are to provide: 

• modern interchanges that support an integrated network and allow seamless transfers 

between all modes for all customers 

• modern buildings and facilities for all modes that meet the needs of a growing population 

• safety improvements including extra lighting, help points, fences and security measures 

for car parks and interchanges, including stations, bus stops and wharves 

• stations that are accessible to the disabled, ageing and parents with prams 

• signage improvements so customers can more easily use public transport and transfer 

between modes at interchanges, and 

• other improvements and maintenance such as painting, new fencing and roof 

replacements. 

As part of the NSW Government’s Transport Access Program, Transport for NSW proposes to 

upgrade the Fairfield Transport Interchange to: 

• ensure sufficient capacity for the interchange to carry the current demand, as well as the 

ability to cope with the demand for future additional services in the region 

• ensure that the interchange operates efficiently for rail, bus and taxi operators and 

commuters 

• improve circulation throughout the interchange 

• acknowledge the important heritage values of the transport precinct as well as enhance 

the interpretation and understanding of its former use as the Fairfield goods yard, and 

• better integrate the transport interchange with the role and function of the Fairfield Town 

Centre. 

1.2 The Fairfield Transport Interchange Review of Environmental Factors 

Transport for NSW, as the proponent for the Fairfield Transport Interchange Upgrade, 

undertook a Review of Environmental Factors (REF), which details the scope of works and 

environmental impacts associated with the Proposed Activity (Appendix 1). The REF was 

prepared by Transport for NSW in accordance with Clause 228 of the Environmental Planning 

and Assessment Regulation 2000. The REF was placed on public display from 23 April to 14 

May 2012 with 33 submissions received by Transport for NSW. The issues raised in these 

submissions are addressed in Section 3.2. 

Ref no: 1452311 1



Prior to proceeding with the Proposed Activity, the Deputy Director General Transport Projects 

of Transport for NSW must make a determination in accordance with the provisions of Part 5 of 

the Environmental Planning and Assessment Act 1979 (the EP&A Act). 

The objectives of this Determination Report are to: 

• assess the environmental impacts with respect to the Proposed Activity, which are 

detailed in the environmental impact assessment 

• identify mitigation measures to minimise potential environmental impacts 

• determine whether potential environmental impacts are likely to be significant 

• address whether the provisions of the Commonwealth Environment Protection & 

Biodiversity Conservation Act 1999 (EPBC Act) applies to the Proposed Activity. 

Ref No: 1452311 2



2 Description of the Proposed Activity in REF 

An overview of the Proposed Activity, which is the subject of the Fairfield Transport Interchange 

Upgrade REF, is provided in the Executive Summary with full details set out in Chapter 3 of the 

REF Volume 1. 

In summary, the Proposed Activity for the transport interchange on the north side of the rail line 

includes: 

• demolition (including progressive demolition, removal and replacement of the existing 

bus and taxi shelters, medians, kerbs, gutters and paving) 

• the removal of the existing commuter car park (21 car parking spaces) near the 

roundabout of The Crescent and Court Road and relocation of the existing entrance to 

the interchange, to enable a more efficient layout for bus and taxi pick-up and set-down, 

lay by and turning circles 

• bus interchange area with capacity for seven (7) pick-up / set-down points 

• additional capacity for two (2) bus stands on the westbound side of The Crescent 

• one (1) bus stand on the eastbound side of The Crescent 

• space for five (5) simultaneous bus layovers in the interchange 

• space for four (4) additional buses to marshal at the start of a route, to be located on the 

eastern side of Court Road 

• space for thirteen (13) taxis on the eastbound side of The Crescent 

• space for four (4) kiss and ride spaces on the westbound side of The Crescent 

• mail zone for Australia Post Vehicles on westbound side of The Crescent 

• a forecourt at the entrance to the Station 

• a new set of traffic signals at Smart Street / The Crescent intersection designed to 

RMS’s requirements 

• a raised zebra pedestrian crossing 30 metres west of the existing signalised mid-block 

pedestrian crossing designed to RMS’s requirements 

• a bus driver amenities building 

• upgrade and extension of lighting to the station forecourt and bus interchange area to 

improve safety and security 

• extension of CCTV surveillance to the bus interchange to maintain security within the 

interchange and rail corridor 

• new landscaping including vegetation and paving, improved footpath finishes and 

increased width of footpaths throughout the interchange, promoting pedestrian safety 

• pedestrian safety fencing 

• relocating the heritage crane to the station forecourt 

• bicycle facilities at the entrance of both sides of the station, and 

• signage, artwork and other displays that interpret the history of the heritage items and 

locality. 

The Proposed Activity for the Interchange on the south side of the rail line is the Wilga Street 

Commuter Car Park which includes: 

• the provision of 24 commuter car parking spaces 

• clearing of vegetation along the RailCorp /Council boundary fence to install kerb and 

guttering for new car park 

Ref No: 1452311 3



• entry/exit to the new car park is via the existing car park off Dale Street (located 

immediately east of the site) and the existing car park off Wilga Street (located 

immediately west of the site). 

• asphalt paving, new kerbing, line-marking and wheel stops 

• new landscaping comprising shrubs and groundcovers 

• new lighting for safety and security 

• conduits for CCTV and electric car charge point 

• boundary fencing along rail corridor 

• replacement chain wire fencing between car park and Council land. 

A plan of the Proposed Activity as described in the REF is shown at Figure 1. 

The need for, and benefits of the Proposed Activity are outlined in Chapter 2 of the REF 

Volume 1. 

2.1 Design Modifications 

Subsequent to the public display, the following minor modifications have been made to the 

design: 

• reconfiguration of the taxi zone from 13 spaces to 7 spaces, and 

• extending the proposed Wilga Street Commuter Car Park from 24 parking spaces to a 

total of 57 and providing 2 disability parking spaces near the station entrance on the 

south side of the line. 

The modifications that have been made to the design since the Proposal went on public display 

are such that they would not have significant environmental impacts and would not require renotification 

to the public. The potential impacts in relation to the extension of the new commuter 

car park in Wilga Street have been assessed by way of a flora and fauna impact assessment, 

(Appendix 2) an aboricultural assessment (Appendix 3) and an additional noise and vibration 

impact assessment (Appendix 4). 

The modified plans are at Appendix 5 and conditions to minimise the impacts of these changes 

can be found at Appendix 6. 

Ref No: 1452311 4



Figure 1: Fairfield Transport Interchange and Commuter Car Park General Arrangement Plan as shown in REF (Indicative only - Subject to detailed design) 

Ref no: 1452311 5



3 Consultation & Assessment of Submissions 

3.1 Public display 

The REF was placed on public display from 23 April to 14 May 2012. Community consultation 

activities undertaken during this period included distribution of brochures to commuters, door 

knock consultation, letterbox drops with directly affected stakeholders, community information 

booths at the station entrance and advertisement of the REF public display in local newspapers 

with a link to Transport for NSW’s website and information on how to provide feedback. 

Thirty three submissions were received by Transport for NSW as a result of the public display. 

Overall, submissions indicated general support for the Proposed Activity however a number of 

issues were raised as follows: 

• the need to reconfigure the taxi rank to accommodate both taxis and shopper parking on 

the westbound side of The Crescent 

• the need for additional parking within the transport interchange precinct, and 

• impacts on the traffic flow along The Crescent. 

A summary of all issues raised and associated responses is provided in the Submissions 

Assessment table in the following Section 3.2. 

Ref no: 1452311 6

Fairfield Transport Interchange 


3.2 Consideration and Response to Submissions 

Issue 

No. 

Submission 

No. 

Issues raised 

Traffic and site access: 

1. 1 FAIR 1 Concern raised that zebra crossing will cause traffic to bank 

up and down The Crescent to Court Road and Alan Street 

which will have a knock on effect on buses entering the bus 

interchange. Consider a signalised crossing. 

2. FAIR 3 Cars picking up passengers from the train station cause 

vehicles to back up along The Crescent all the way down to 

the roundabout. Cars can be stuck in traffic for 5 to 10 

minutes. 

Transport for NSW response 

The Fairfield Transport Interchange Review of Environmental Factors 

(the REF) notes that while there would be queuing from the zebra 

crossing particularly in the PM peak, the level of service (LoS) remains 

within acceptable levels. This is because the LoS is calculated as a 

function of ‘average’ delay for all vehicles over an hour. The queuing is 

sporadic in nature, building up quickly and dissipating quickly rather 

than constant queuing throughout the peak. This is a function of how a 

zebra crossing affects traffic flows. For large periods during the peak 

there are little or no delays for vehicles passing through the zebra 

crossing. However when vehicles are required to stop, to let 

pedestrians cross the road, queuing can build up quickly, particularly if 

the signals at the upstream intersection at Smart Street have turned 

green. So the delay can be high for some vehicles (hence queuing) 

however when averaged out over an hour, the delay would be low. 

Roads and Maritime Services review of the traffic impacts determined 

that the proposed pedestrian crossing in conjunction with the traffic 

signals at the intersection of The Crescent and Smart Street would 

work satisfactorily and the delays predicted to occur in the future are 

tolerable and can be sustained by the local network. Transport for 

NSW has committed to further monitoring of the intersections in the 

first 3 months of operation of the upgraded interchange to ensure 

queuing impacts remain at a manageable level. Refer to Section 6.1.2 

in the REF (Volume 1) and Condition of Approval 37 of this 

Determination Report. 

A formalised Kiss and Ride zone will be implemented to allow for 

motorists to pull in off the traffic lane on The Crescent in front of the 

station entrance so as to minimise impacts to the westbound traffic 

flow on The Crescent. Refer to figure 3.5. in the REF (Volume 1). 

As mentioned above in Issue No. 1. Transport for NSW has committed 

to undertake further monitoring of The Crescent/Smart Street and The 

Ref No: 1452311 7



Issue 

No. 

Submission 

No. 

Issues raised 

Car parking and bicycle facilities: 

3. FAIR 1 Relocated timed parking should ideally be for 5 minutes and 

no more than 15 minutes. 

4. FAIR 2 Removal of the commuter car park on the CBD side of the 

station does not consider commuters who arrive from 

Edensor Park and Wetherill Park. 

5. FAIR 2, 4, 5, 

6, 7, 9 & 11 

Comments from 7 respondents that the level of parking at 

the station is not adequate and that a multi storey commuter 

car park should be considered. 

6. FAIR 2 Exit point of car park opposite Ware Street (west of the 

Fairfield Connection) is used as a Kiss and Ride zone. 

Consider widening the exit to the car park to allow for a ‘drop 

off’ zone and install a zebra crossing to ensure safety for 

pedestrians. 

7. FAIR 14 Relocate the displaced car parking spaces from the 

commuter car park adjacent to Court Road/The Crescent to 


Crescent/Court Road intersections as well as the zebra crossing to 

confirm vehicle queue lengths remain at a manageable level. Refer to 

Section 6.1.3 in REF (Volume 1) and Condition of Approval 37 of this 


The new Kiss and Ride zone would be a maximum 5 minutes parking 

zone and the relocated timed parking to the car park west of the 

Fairfield Connection will be half (½) hour and would be noted on the 

plans during the Detail Design phase of the project. 

The design of the interchange has allowed for the existing commuter 

car park to remain west of the Fairfield Connection. The 21 commuter 

car parking spaces (including 1 disability parking space) displaced 

from The Crescent car park (near Court Road), to make way for the rearrangement 

of the bus interchange, would be accommodated in the 

proposed commuter car park at Wilga Street on the southern side of 

the rail line. This new commuter car park can be accessed from the 

CBD side via the Lawson Street overbridge. Refer Section 3.3 and 

Appendix 5 of the Determination Report. 

Transport for NSW is currently acquiring the Council owned land 

adjacent to the proposed site at Wilga Street site between the two 

existing commuter car parks to expand the proposed commuter car 

park to accommodate 57 commuter car parking spaces. For further 

details refer to Section 3.3. of the Determination Report. 

A multi-storey commuter car park near the station would not be 

feasible due to the lack of suitable developable land in this area. 

A formalised Kiss and Ride zone has been provided as outlined in 

Issue No. 3 above. Refer to Appendix 5 of the Determination Report. 

The 21 commuter car parking spaces (including 1 disability parking 

space) displaced from the car park adjacent to Court Road and The 

Ref No: 1452311 8



Issue 

No. 

Submission 

No. 

Issues raised 

be opposite the new taxi rank. 

8. FAIR 18 Concern about the relocation of the loading zones especially 

for businesses unloading bulky goods and furniture. 

9. FAIR 6 New commuter car park should at least take up the whole 

area between the boundaries of the two existing commuter 

car parks. 

10. FAIR 5 There needs to be a bicycle rack near the entrance on the 

north side of the station. 

11. FAIR 13 Provide bicycle lockers or bicycle cage under cover to store 

more expensive electric bikes. 


Crescent cannot be relocated to the car park west of the Fairfield 

Connection as timed shopper parking displaced by the upgraded 

interchange is to be relocated to this car park. These displaced 

commuter car parking spaces would be relocated to the new commuter 

car park in Wilga Street on the southern side of the rail line. For details 

refer to Section 3.3 and Appendix 5 of the Determination Report. 

Transport for NSW will consult further with Council to investigate 

loading zones as close to the existing loading zones to minimise 

impacts on local businesses. Refer to Condition of Approval 36 of this 


Refer to Issue No. 5 above. 

A bicycle rack will be provided near the station entrance on the north 

side of the rail line. Refer to figure 3.3 in REF (Volume 1) and 


The bicycle facilities proposed near the entrance of the station on each 

side of the rail line are under shelter in a well lit and visible area of the 

interchange. Refer to Appendix 5 of the Determination Report for 

further details. 

12. FAIR 13 Provide bike path along The Crescent. Due to the re-configuration of the interchange and the existing busy 

retail and road traffic through the area around The Crescent there is 

not enough space to include a shared zone or a dedicated bike path. 

The safety of the public and staff is of paramount importance in the 

design and development of all public space, particularly so with the 

interchange facilities because of the high volume of users and the 

extended hours over which this occurs. Refer to figures 3.4 to 3.7 and 

sections 6.1.2 and 6.2.2 in REF (Volume 1). 

13. FAIR 30 New metered parking areas will make access to the existing 

commuter parking area more difficult. 

This proposal does not include for the installation of any metered 

parking. There will be timed parking however, it will be free of charge. 

Ref No: 1452311 9



Issue 

No. 

Submission 

No. 

Issues raised 

Interchange facilities: 

14. FAIR 2 & 30 The present position of the signalised pedestrian crossing is 

the preferred position as it provides the most direct link for 

rail commuters between The Fairfield Connection and the 

arcade on the northern side of the Crescent which leads to 

the Fairfield Chase. It is the more direct, safe and covered 

way to and from the railway station to the business centre of 

Fairfield. 

The pedestrian fence and the Kiss and Ride Zone also 

impacts on the local business and interrupts the pedestrian 

flow from the transport interchange to the arcade on the 

northern side of the Crescent and the Fairfield CBD. 

15. FAIR 30 The position of the new raised zebra crossing will make it 

difficult for delivery trucks to enter and exit the loading zone 

and private car park at the rear of the Fairfield Connection 

shopping centre. 

16. FAIR 5 Provide toilet amenities in the interchange on the northern 

side of the station. People urinate in the car park garden. 

17. FAIR 3 Why is a bus zone needed out on the street on The 

Crescent when a large bus zone has been created next to 

the station 

18. FAIR 12 Make the interchange more efficient and accessible for 

people who are disabled. Provide train and bus timetables 

and show the bus routes in a prominent place where it is 

easy to access. Better signage would be of great help. 


The proposed signalised intersection of The Crescent/Smart Street 

would improve pedestrian safety in the area. The design eliminates an 

existing hazardous pedestrian desire line across The Crescent with 

pedestrians attempting to connect directly to Smart Street. This desire 

line is to be controlled by the provision of the pedestrian forecourt, 

some fencing and a pedestrian phase programmed for the new The 

Crescent/Smart Street traffic signals. 

A second pedestrian crossing on The Crescent, 30 metres west of the 

current signalised pedestrian crossing would provide a safe location for 

pedestrians to cross who wish to use the taxi rank or cross the road to 

the shops opposite. Refer to Sections 6.1.2 and 6.2.2. of REF 

(Volume 1). 

There is currently a ‘no entry’ from The Crescent into the commuter car 

park at the location of the one way car park exit. Therefore the 

proposed zebra crossing does not impact delivery drivers needing to 

enter or exit the loading zone and private parking at the rear of the 

Fairfield Connection. 

Toilet amenities are provided at the Station. No additional toilet 

amenities are proposed. 

Bus stops are placed out on The Crescent to provide for operational 

efficiencies of the 802 and 804 through bus routes as well as for 

“school specials”. Refer to Section 5.11 of REF (Volume 1). 

The Detailed Design currently being developed provides for better 

lighting, footpaths and pedestrian access to the interchange. The 

pedestrian forecourt will be regraded to ensure DDA compliance, an 

accessible ramp will be provided, disability parking will be provided 

near the entrance on both sides of the station and better way-finding 

signage will assist easier access to bus and train time table 

information. 

Ref No: 1452311 10



Issue 

No. 

Submission 

No. 

Issues raised 

19. FAIR 14 Extend the Kiss and Ride zone to include an area across the 

road from the new Taxi zone in The Crescent as drivers 

need to wait 10-15 minutes to pick up passengers coming 

from the interchange or station. 

20. FAIR 31 Provide more seating at the bus stops within the interchange 

to provide for less mobile bus commuters. Standing for less 

mobile waiting for buses can be ‘stressful’. 

Taxi zone: 

21. FAIR 3 If a taxi passenger wants to travel in a westbound direction 

then taxis will need to go down The Crescent and around 

the roundabout which will add $1 to $2 to the fare. 

22. FAIR 10, 29 Concern that the new Taxi stand will prevent the disabled 

and the ill from being dropped off outside the medical clinic. 

It would also increase pedestrian traffic to this area thereby 

creating a safety issue and hazard for patients entering the 

medical clinic. Can the taxi stand not extend beyond Ware 

Street? 

23. FAIR 13, 18, 

19, 21,22, 

26, 27, 33 

Concern about the re-located loading zone being too far 

away from their shops. Can the taxi parking spaces be 

reduced to allow for loading zones? 


Transport for NSW will investigate in consultation with Fairfield City 

Council the possibility of extending the quarter (¼) hour parking zone 

behind the bus-stop on the westbound side of The Crescent in the PM 

peak to 9pm to provide extra short term parking so that commuters can 

be picked up from the station in the PM peak from this location. Refer 

to Condition of Approval 36 of this Determination Report. 

Bus seating will be provided along the length of the bus stands within 

the interchange. The seating will be built to Australian standards. 

Signage at the bus interchange to indicate seating for the less mobile 

will be provided. Refer to Condition of Approval 51 of this 


For operational reasons Taxi ranks are usually located in the one 

location. Due to the parking space constraints and bus operation 

requirements within the Transport Interchange precinct it is not feasible 

to provide for taxi ranks on either side of The Crescent. 

Whilst every effort has been made to accommodate the competing 

demands of all drivers within this constrained transport interchange 

precinct, in order to accommodate the future growth of public transport 

users some adjustments to parking arrangements are required. 

In response to concerns raised by local businesses during the public 

display period of the REF, the proposed taxi feeder rank proposed in 

the REF to the west of Ware Street will no longer be provided and 

therefore should not impact on the operation of the medical clinic or its 

clients. 

Refer to Section 3.3 of the Determination Report for further details. 

Transport for NSW is currently working with Fairfield City Council to 

ensure that the two loading zone spaces are maintained within close 

proximity to the existing loading zone. Refer to Section 3.3 of the 

Determination Report for further details. 

Ref No: 1452311 11



Issue 

No. 

Submission 

No. 

24. FAIR, 13, 15, 

16, 17, 18, 

19, 20, 21, 

22, 23, 24, 

25, 26, 27, 

28, and 29, 

33 

Issues raised 

Customer parking outside local businesses on The Crescent 

will be impacted by the relocation of the Taxi rank and this 

would have an economic impact on local businesses. 


Transport for NSW has explored a number of options to ensure the 

safety and efficiency of the upgraded interchange, while at the same 

time making considerable effort during the design phase of the project 

to reduce impacts to the local businesses. 

Transport for NSW has further investigated a number of options to 

address concerns raised in the public display period of the REF about 

the competing demands for parking space for local businesses and 

taxis. Due to the considerable parking space constraints within the 

Transport Interchange precinct, the Taxi feeder rank has been 

removed to allow for some timed shopper parking along the east 

bound side of The Crescent west of Ware Street to be retained. Refer 

to section 3.3 of the Determination Report for further details. 

25. FAIR 26 Place Taxi zone on the westbound side of The Crescent. The key considerations of the upgrade of the interchange are to 

provide a safer environment for commuters by minimising the conflicts 

between pedestrians and bus movements and to allow for future 

demand and future capacity of the bus interchange. As a result of 

providing more capacity for the buses, it is necessary to relocate the 

Taxi rank on the eastbound side of The Crescent as this provides a 

head of rank with better visibility from the interchange as well as a 

convenient location for bus and train commuters transferring to taxi 

transport. Refer to Section 3.3 of the Determination Report for further 

details. 

26. FAIR 32 Concern about safety as taxi drivers get in and out of their 

taxis from the road side to assist passengers with luggage or 

less abled passengers. 

Landscape and visual amenity: 

27. FAIR 6 Plant new gum trees to replace trees removed to make way 

for the new commuter car park. 

Socio-Economic Impact: 

28. FAIR 4 Would like a better level of service on the Cumberland line and 

more reasonably priced bus fares for short trips to the station. 

The Crescent will remain a 40km/h zone. In addition the proposed 

design incorporates a raised crossing which will slow traffic further at 

the Taxi rank. 

Transport for NSW would replace trees according to its Vegetation 

Offset Guidelines in consultation with Council. Refer to section 6.7.3 of 

the REF (Volume 1). 

This comment will be passed onto the relevant government agencies 

to consider. 

Ref No: 1452311 12



Issue 

No. 

Submission 

No. 

Issues raised 

29. FAIR 8 Extend the pedestrian crossing from Smart Street all the 

way to the end of The Crescent. This would benefit the 

businesses along The Crescent. 

Safety: 

30. FAIR 2 Buses having to back-up out of the bay pose a risk to 

pedestrians. 


Extending the pedestrian crossing from Smart Street to the end of The 

Crescent would not conform to the required safety standards and 

would compromise the safety of pedestrians using The Crescent and 

commuters using the transport interchange. 

The design allows for buses to pull in and out of stands and layovers 

without reversing. 

31. FAIR 3 Traffic lights are safer for pedestrians than a zebra crossing. Based on the Traffic Transport and Access Impact Assessment report 

(TTAIA) for the project, it was determined that a combination of a 

signalised and zebra pedestrian crossing at The Crescent provides 

adequate safety provisions for pedestrians. Refer to sections 2.10, 

2.11 and 3.4 of the TTAIA report. 

Civil Design: 

32. FAIR 2 Reconfigure and upgrade the existing commuter car park 

opposite Ware Street to have a boot-to-kerb parking on both 

sides of the car park to increase capacity. 

33. FAIR 2 Do not construct the pedestrian fence on Court Road 

because pedestrians will instead walk through bus 

interchange to walk up Smart Street. Convert the whole 

area from Ware Street to Smart Street as a ‘give way to 

pedestrian’ area with raised pedestrian crossings and 

reduce speed limit in this area to ensure safety. 

General: 

34. FAIR 1, 4, 

5, 6, 7, 8, 9, 

Respondents have an overall positive response to the 

project. Each respondent provides further feedback as 

outlined elsewhere in the table of responses. 

Reconfiguring the commuter car park west of the Fairfield Connection 

is not part of the scope of the project. However 20 of the timed parking 

spaces displaced in The Crescent to make way for the taxi zone will be 

made available in this car park. 

Pedestrian fencing is not proposed on Court Road. Pedestrian fencing 

is provided on The Crescent between Smart Street and the raised 

crossing to enhance safety and to direct pedestrians to safe crossing 

locations. 

The speed limit in The Crescent is 40km/h. 

Noted 

Ref No: 1452311 13


Determination report 

3.3 Response to Key Issues 

The key issues are addressed as follows: 

• Reconfiguration of the taxi rank 

There are considerable parking space constraints within the Transport Interchange precinct. 

Transport for NSW has undertaken additional investigations to address concerns raised 

during the public display period of the REF in relation to the competing demands for parking 

space for local businesses and taxis on The Crescent. Given that the parking spaces within 

the Taxi zone would not be fully utilised throughout the day, the Taxi feeder rank has been 

removed to retain the 6 timed shopper parking spaces along the east bound side of The 

Crescent west of Ware Street. The modified plan is show at Appendix 5. 

Additional parking within the transport interchange 

To address the concerns of parking demand within the transport interchange, Transport for 

NSW has acquired additional land from Fairfield City Council in Wilga Street to extend the 

proposed commuter car park from 24 to 57 commuter car parking spaces. This would 

ensure there would be minimal loss of timed parking (net impact of the loss of 1 parking 

space) on the north side of the rail line with the provision overall of an additional 10 

commuter car parking spaces at the Fairfield Transport Interchange. 

The development of the new Wilga Street commuter car park requires the provision of two 

(2) disabled (DDA) spaces. Given the location of the proposed replacement commuter car 

park in Wilga Street in relation to the station entry, it is impractical to place the DDA space in 

this car park. As such, the DDA spaces will be provided within the existing Dale Street 

commuter car park adjacent to the station entry. The current commuter car park on The 

Crescent at the eastern end of the existing bus interchange contains one (1) DDA space that 

will be displaced by the new works. This DDA space will be relocated into the existing 

commuter car park west of the Fairfield Connection on the north side of the rail line. 

The locations of the revised parking arrangements are shown at Figure 2. 

Transport for NSW will continue to consult with Fairfield City Council to relocate the 

remaining loading zone on The Crescent as well as investigate the possibility to extend the 

quarter (¼) hour parking zone behind the bus-stop on the westbound side of The Crescent 

in the PM peak to 9pm. 

Table 3.1 below provides a summary on the revised timed and commuter car parking at the 

interchange on each side of the rail line. 

Table 1: Fairfield Transport Interchange Upgrade – Timed and Commuter Parking Summary 

(July 2012) 

Location 

Timed Parking 

The Crescent – east bound - 11 

The Crescent – west bound - 10 

The Crescent commuter car park 

(west of the Fairfield Connection) 

Net Impact on Timed Parking 

Commuter Car Parking 

Commuter car park (off The Crescent and 

Court Road) 

Spaces lost/gained 

+ 20 

The Crescent commuter car park (west of - 22 

- 1 (Loading zone) 

- 21 (including 1 disabled car parking 

space) (to make way for the 

reconfiguration of bus interchange) 

Ref No: 1452311 13



Location 

Fairfield Connection) 

The Crescent commuter car park (west of 

Fairfield Connection) 2 spaces converted 

to 1 disabled car parking space 

Proposed commuter car park off Wilga 

Street 

Commuter car park adjacent to Lawson 

Street overpass 

Commuter car park on Dale Street (near 

the entrance to the Station on the south 

side of the rail line) to replace 4 standard 

parking spaces to accommodate 2 

disabled car parking space 

Spaces lost/gained 

+ 1 

+ 57 

- 3 (to make way for the entrance/exit of 

the new Wilga Street commuter car park) 

- 2 

Net impact on Commuter Parking + 10 

The new commuter car park in Wilga Street would likely service the surrounding areas of 

Fairfield, Smithfield and Wetherill Park. The proposed car park can be accessed from the 

CBD side of Fairfield via Lawson Street overbridge, Vine Street and Dale Street with a 

vehicle trip time of approximately 4 minutes. Access into the new commuter car park will be 

from the existing Dale Street commuter car park. 

The Dale Street commuter car park pavement immediately adjoining the new commuter car 

park would be reconstructed to match the new commuter car park. Pavement maintenance 

repairs will also be undertaken as required in the Dale Street commuter car park. 

Drainage for the extended commuter car park in Wilga Street has been designed to 

connect into the existing street drainage system. The design for drainage in this area 

consists of surface inlet pits and reinforced concrete pipes. 

The extended commuter car park in Wilga Street would also involve additional works to 

kerb and guttering, lighting, fencing, and landscaping. 

It is expected that the extension of the Wilga Street commuter car park would not have any 

significant impact on the visual landscape or pedestrian and vehicular movements. 

Environmental impacts including noise impacts during construction and impacts in relation 

to the removal of vegetation are addressed in Section 4 of this report. Measures to mitigate 

any impacts are contained in Appendix 6 of the Determination Report. 

Traffic flow along The Crescent post construction 

As discussed in the Fairfield Transport Interchange Upgrade REF Volume 1 at Appendix 1 

there is the potential for queuing to occur on The Crescent in the PM peak hour. 

Within the first 3 months of operation of the upgraded transport interchange, further traffic 

monitoring would be undertaken in the AM and PM peaks to confirm that the traffic flows 

along The Crescent remain at the predicted levels of service as outlined in the REF. 

Should the levels of service be degraded below predicted levels, as a result of the 

interchange upgrade works, a strategy for improvement is to be developed in consultation 

with Fairfield City Council. Refer to Appendix 6, Condition of Approval 37 of this 


To address the key issues some modifications of the Proposed Activity are required. These 

have been described in Section 2.1 and their environmental impacts have been assessed 

in Section 4. 

Ref No: 1452311 14



Figure 2: Fairfield Transport Interchange – revised parking arrangement plan (July 2012) 

Ref No: 1452311 15



4 Consideration of the Environmental Impacts 

The REF and Determination Report have been examined and considered, as follows: 

• Environmental Planning and Assessment Act 1979 

The REF addresses the requirements of Section 111 of the EP&A Act. In considering the 

Proposed Activity, all matters affecting or likely to affect the environment are addressed in 

the REF and the Determination Report and associated documentation. 

In accordance with the checklist of matters contained in clause 228(3) of the Environmental 

Planning and Assessment Regulations 2000, an assessment is provided in Section 6 and 

Appendix B of the REF. 

In respect of the Proposed Activity an assessment has been carried out regarding potential 

impacts on critical habitat, threatened species, populations or ecological communities or 

their habitats, under Section 112 of the EP&A Act. 

The likely significance of the environmental impacts of the Proposed Activity have been 

assessed in accordance with the Department of Planning’s best practice guideline ‘Is an 

EIS Required?’ and is not likely to significantly affect the environment (including critical 

habitat) or threatened species, populations of ecological communities, or their habitats. 

• Environment Protection and Biodiversity Conservation Act 1999 

As part of the consideration of the Proposed Activity, all matters of National Environmental 

Significance (NES) and any impacts on Commonwealth land for the purposes of the EPBC 

Act have been assessed. In relation to NES matters, this evaluation has been undertaken in 

accordance with Commonwealth Administrative Guidelines on determining whether an 

action has, will have, or is likely to have a significant impact. A summary of the evaluation in 

accordance with the Administrative Guidelines is provided in Appendix B of the REF 

Volume 1. 

It is considered that the Proposed Activity described in the REF is not likely to have a 

significant impact on any Commonwealth land and is not likely to have a significant impact 

on any NES matters. 

• Section 60 Application Heritage Act (NSW) 1977 

Fairfield Railway Station Group which includes the former Station Master’s residence, 

platforms, footbridge and jib crane is listed on the NSW State Heritage Register (SHR). The 

proposed activity is within the area listed on the SHR. A permit under Section 60 of the 

Heritage Act 1977 is required prior to commencement of work. 

On the 11 July 2012 the Heritage Council of NSW granted approval for the Proposed 

Activity under Section 60 of the Act subject to a number of conditions to protect and 

enhance the heritage values of the transport precinct. These include ensuring that suitably 

qualified heritage personnel oversight the project in terms of archaeological and 

conservation works as well as providing the associated reporting requirements. Full details 

of the conditions from the Office of Environment and Heritage can be found at Appendix 7 

of the Determination Report. 

• Additional Noise and Vibration Impacts 

‘Out of hours’ road works on The Crescent: 

An additional Noise and Vibration Impact Assessment (Appendix 4) was prepared to 

assess ‘out of hours’ road works that would be required on The Crescent. The locations 

of these works are shown at Figure 3. 

Ref No: 1452311 16



The predictions indicate the road works on The Crescent are likely to exceed the 

construction noise goals during out of hours evening and night time works. 

For the ‘out of hours’ work carried out on The Crescent i.e. after 10pm and before 7am 

on weekdays and 8am on a Saturday or between 6pm -7am on a Sunday/Public 

Holiday, noise monitoring, individual briefings, letter box drops, phone calls and specific 

notifications would be considered where the predicted noise levels exceed 20 dBA 

above the background noise levels. Additionally, where the Laeq (15 minute) 

construction noise levels are predicted to exceed 75 dBA at the commercial premises 

(The Crescent Tavern) respite periods may have to be observed by restricting the hours 

that very noisy activities can occur. The owners/operators of the bar would be 

consulted. 

The proposed activities are considered to either contain plant items that are not 

significantly vibration intensive and/or the separation distance from the nearest 

receivers is sufficient to mitigate the potential impacts. 

Mitigation measures to minimise potential noise impacts during construction for the 

proposed out of hours work refer to Appendix 6, Condition of Approval 53 of this 


Figure 3: Indicative ‘Out of Hours’ Work Locations 

Image courtesy of google. 

Wilga Street commuter car park extension: 

The additional noise and vibration report (Appendix 4) also includes an impact 

assessment of the design modification to extend the proposed commuter car park in 

Wilga Street. 

The residential property at 2A Wilga Street would likely be ‘highly noise affected’ (as 

defined by the Interim Construction Noise Guideline) during site clearing and earth 

works and during pavement works. 

During site clearing and earthworks of the proposed commuter car park, construction 

noise monitoring and letter box drops notifying nearby residents and businesses would 

Ref No: 1452311 17



be undertaken. In addition where practicable, it is recommended that 2.4m high 

hoardings be provided on the south and east boundaries of the Wilga Street car park 

worksite (i.e. the boundaries facing the Lawson Street overpass and Wilga Street) 

where it would be expected to provide between 5 dBA and 10 dBA additional noise 

attenuation. As the Laeq (15 minute) construction noise levels are predicted to exceed 

75 dBA, respite periods may have to be observed by restricting the hours that very 

noisy activities can occur. 

The proposed activities in relation to the Wilga Street commuter car park are considered 

not significantly vibration intensive. The separation distance from the nearest receivers 

is sufficient to mitigate the potential impacts. All the proposed plant items are not 

considered to have potential to cause adverse ground-borne noise impacts. 

Mitigation measures to minimise potential noise impacts during construction of the 

extended commuter car park works in Wilga Street are outlined in Appendix 6, 

Condition of Approval 54 of this Determination Report. 

Figure 4: Wilga Street Commuter Car Park Works Locations 

Image courtesy of google. 

• Flora and Fauna Impacts 

A Flora and Fauna Impact Assessment was prepared by GHD, December 2010 to assess 

the impact of the Fairfield Transport Interchange Upgrade works on trees and vegetation on 

the northern side of the rail line and the proposed Wilga Street Commuter Car Park located 

on the south side of the rail line. No threatened species or ecological communities under 

the Threatened Species Conservation Act 1995 or the Environment Protection and 

Biodiversity Conservation Act 1999 have been identified on site. For further details refer to 


The Wilga Street Commuter Car Park site is contained entirely within previously disturbed 

environments dominated by urban land use and predominantly exotic plants. Impacts on 

Ref No: 1452311 18



native flora and fauna are substantially less than would be associated with an undisturbed 

‘green field’ site. The proposed works would result in some unavoidable impacts imposed 

upon some elements of the natural environment. These impacts will be restricted to the 

removal of a small area of planted native and ornamental vegetation which is not expected 

to impose a significant negative effect on any local populations of native biota. 

There are no ecological constraints at the project sites that would require modification of 

the proposed works or any site-specific mitigation measures required for native biota. The 

proposed works would proceed under a Construction Environmental Management Plan 

incorporating environmental management measures and vegetation offsets in accordance 

with the Conditions of Approval 12, 30 and 31 at Appendix 6 of this Determination 

Report. 

• Arboricultural Impacts 

An Arborist Report was prepared by Treescan, Urban Forest Management August 2011 to 

assess the impact of the Fairfield Transport Interchange Upgrade works on trees and 

vegetation on the northern side of the rail line and the proposed Wilga Street Commuter 

Car Park located on the south side of the rail line. For further details refer to Appendix 3. 

Trees within or along the boundary of the proposed site for the new commuter car park on 

the south side of the rail line would be removed. Of the trees proposed for removal only 

those near the railway line are considered of landscape value. These include two (2) 

Eucalyptus tereticornis (Forest Red Gum), one (1) Corymbia citriodora (Lemon Scented 

Gum) and three (3) Eucalyptus grandis (Flooded Gum). Trees to be removed to make way 

for the proposed commuter car park would be replaced according to Transport for NSW’s 

Vegetation Offset Guide 2011. Excavation for stormwater pipes may affect one (1) tree, a 

Washingtonia robusta (Mexican Washingtonia) and three (3) Lophostemon confertus 

(Brushbox). Prior root investigation and hand excavation may be required within the vicinity 

of these trees. 

Trees Platanus x hybrida (London Plane) proposed for removal in the interchange area on 

the north side of the rail line and along the footpath on the westbound side The Crescent 

are considered of minor landscape value, and would be replaced according to the 

landscape plan. The mature tree, Lophostemon confertus (Brushbox) located adjacent to 

Platform 1 would be retained and the proposed new garden bed within the vicinity of the 

tree should improve on the currently poor soil conditions, as long as care is taken to retain 

existing levels and to avoid root injury when designing and constructing the retaining wall. 

Mitigation measures for the protection of the trees to be retained and vegetation offsets for 

the trees to be removed are outlined in Appendix 6, Conditions of Approval 30, 31, 42, 

43, 44, 45 and 52 of this Determination Report. 

5 Conditions of Approval for Fairfield Transport Interchange 

Upgrade 

If approved, the Proposed Activity will be allowed to proceed subject to compliance with the 

Conditions of Approval included in Appendix 6 of the Determination Report. 

Ref No: 1452311 19



6 Conclusion 

Having regard to the assessments in the REF and the review of submissions in this report, it is 

concluded that the Proposed Activity is not likely to significantly affect the environment 

(including critical habitat) or threatened species, populations of ecological communities, or their 

habitats. 

It is also considered that the Proposed Activity does not trigger the approval regime under Part 

3 of the EPBC Act. 

The Environmental Impact Assessment (REF and Determination Report) is recommended to be 

approved subject to the proposed mitigation and management measures included in the 

Conditions of Approval contained in this Determination Report. 

Ref No: 1452311 20

Fairfield Transport Interchange Upgrade - Transport for NSW

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