Spring Farm Parkway Stage 2's environmental report says the south-facing Hume ramps are being considered elsewhere

Transport for NSW describes the motorway interchange that Spring Farm Parkway Stage 1 delivered as having “city-facing on and off ramps”. There are no south-facing ramps, so a driver heading for Picton Road, Wollongong or Canberra cannot join the Hume southbound at Spring Farm Parkway. Transport for NSW has now put the environmental report for Spring Farm Parkway Stage 2 on public display, and it says where the south-facing ramps now sit: they are not in Stage 2, and Transport for NSW says they are being considered in a separate piece of Hume Motorway planning. Comment on the report closes at 11:59pm on Sunday 27 September 2026.

The report is a Review of Environmental Factors, dated August 2026 and prepared for Transport for NSW by Jacobs. Its main report and appendices A, B and L run to 409 pages, with separate technical reports on traffic, noise and vibration, biodiversity, urban design, soils and water, flooding, contamination, heritage and socio-economic impact published alongside it. The Australian and NSW Governments announced the release on 7 September 2026. Alongside the report, Transport for NSW published an official corridor map and a 3D flyover animation showing the proposed alignment from Liz Kernohan Drive across the rail bridges to Stage 1.

The ramps

The report lists the issues the community has raised so far. One of them is the “Lack of south facing on and off ramps at the Spring Farm Parkway and Hume Motorway interchange”. Transport for NSW’s written response:

“Spring Farm Parkway Stage 1, which was designed to respond to existing traffic conditions and anticipated future demand by 2036, did not include delivery of south facing ramps. Transport did however allow for these ramps to be built in the future. While south facing ramps are not proposed within the Stage 2 proposal scope, they are being considered within the Hume Motorway upgrade planning and Access Strategy that is currently underway as part of the $65 million South West Roads Planning Program.”

Transport for NSW has answered this before. Its community consultation report of June 2024, on this same project, met the request in several forms with the same words: “While south facing ramps are not proposed as part of the current project scope, the project design allows for ramps to be built in the future should they be required by increased development in the area.” What the August 2026 report adds, against that 2024 answer, is where the ramps are now being looked at.

Campbelltown City Council asked for the same thing directly. The report records that Council responded to the statutory consultation on 14 May 2026 supporting the proposal and asking for “Consideration of southbound entry and exit ramps at the M31 connection to Spring Farm Parkway to support anticipated population growth within the Western Parkland City over the next decade and to relieve congestion and traffic for southbound travel movements.” Transport for NSW’s answer in the same table: “Southbound entry and exit ramps at the M31 connection to Spring Farm Parkway are beyond the scope of the proposal.” Camden Council is recorded as “No response”.

The report also quotes Council’s own Local Strategic Planning Statement of March 2020, which carries Action 14.13: collaborate with the NSW Government for south-facing ramps from Spring Farm Parkway to the M31, marked “(Short Term)”, and connections to Liz Kernohan Drive, marked “(Medium Term)”.

The program Transport for NSW points to is one this site already covers for another reason. Transport for NSW’s South West Sydney Roads Planning page, reviewed 16 June 2026, describes $65 million from the Australian and NSW Governments to plan seven road connections. One is the Hume Motorway, “Narellan Road to Picton Road strategic options planning and access strategy”. Another is Menangle Road, Tindall Street to Cummins Road. The page says that to 2028 Transport for NSW will prepare business cases and plan investigations into those upgrades.

When the road could be built

The report sets out an indicative construction program, and it gives the earliest start twice. Its executive summary says construction “is expected to take around 30 months total to complete with the earliest possible commencement date to be mid-2028, subject to funding approval and availability”. Its construction section says the work “is expected to take in the order of 30 months to complete with the earliest possible date for construction commencement to be late 2028 and operation for 2031, subject to funding”. Both stage the work the same way: three months of site establishment, twelve months of earthworks and bridge works, another twelve months of earthworks, bridge works, pavements and finishing, then three months of completion works, opening to traffic and demobilisation.

Its noise and traffic modelling uses a “Year of Opening” of 2031 and a “Design Year” of 2041 — the same 2031 the construction section names for operation. Those are the years the report works to, not an announced opening date.

Transport for NSW’s next-steps list marks the project at “Community feedback on the Review of Environmental Factors and proposed design - WE ARE HERE”. A Determination Report comes after the display closes. Detailed design, request for tender, appointment of a main contractor and start of construction each carry the tag “(subject to funding)”.

What the budget papers carry

Budget Paper No. 3, the 2026-27 Infrastructure Statement, lists “Spring Farm Parkway Stage 2 (Planning) (State and Federal Funded)” under Transport for NSW’s Urban Roads Fund, in Works in Progress. The row reads: location Various, start “n.a.”, complete “n.a.”, estimated total cost “n.a.”, estimated expenditure to 30 June 2026 $9.363 million, allocation for 2026-27 $3.0 million. Its narrative table describes the same project as “Planning to complete the key east-west link between the suburbs of Menangle Park and Spring Farm”, with an estimated total cost of “n.a.” and $9.1 million over the four years to 2029-30.

Read “n.a.” the way the budget paper itself defines it. Its notation list says “n.a. means data is not available or is not disclosed for commercial reasons”. So no total cost is published for the planning work — and no cost is published for building the road either: “Spring Farm Parkway” is named twice in the 2026-27 Infrastructure Statement, and both times it is this planning item.

What building it would mean at this end

Menangle Park would carry part of the construction. The report says “The main access to the proposal area from the south would be from Menangle Road or the Hume Motorway and Spring Farm Parkway Stage 1”, and it works the central section on the assumption that the bulk of construction traffic would use the southern access. Its indicative peak figures are 96 heavy vehicles a day, 57 of them from the south, and 217 light vehicles a day, 91 from the south. Temporary work areas would include sections of Spring Farm Parkway Stage 1 and Menangle Road.

On land, the proposal “would involve the required partial acquisition of 10 properties”, and 15 properties subject to temporary lease agreements. The report says “No residential properties would be acquired for the proposal, with all acquisition and lease agreements limited to private businesses, developer land and Council road reserves”, carried out under the Land Acquisition (Just Terms Compensation) Act 1991.

On noise, the report divides the corridor into six catchment areas and names Menangle Park in four of them. Two are Menangle Park on its own: the estate, “Menangle Park at the southern extent of the proposal”, with 387 residential receivers, and “Menangle Park east of Hume Motorway”, with 20. The other two put Menangle Park with its neighbours — west of the proposal with Spring Farm and Mount Annan, 87 receivers, and east of it with Mount Annan, six. For construction in standard hours, the report puts the estate’s area only in its mildest band, “clearly audible”, which its noise assessment counts as up to 10 dB over the noise management level for that area, and then for all construction scenarios but two; east of the Hume it is a single receiver in one scenario. Neither of those two appears in the “moderately intrusive” or “highly intrusive” lists. Those name the Spring Farm and Mount Annan areas at the northern end, and the mixed area east of the proposal, where the report puts a single receiver in the “highly intrusive” band for one scenario.

Work outside standard hours is assessed separately, for three of the construction scenarios. There the report’s realistic worst case at the nearest home in the estate’s area is 47 to 49 dB(A), against noise management levels it sets at 42 dB(A) in the evening and 35 dB(A) at night. It says both the number of receivers affected and the intrusiveness rise the later in the evening or night the work runs, and puts the “highly intrusive” out-of-hours impacts generally in the Mount Annan area at the northern end and that same mixed area east of the proposal.

For the road in operation the finding has two halves. The report’s table of predicted noise levels is the worst case at the nearest home in each area, and it puts the southern area’s highest of the six in its Year of Opening, 2031 — 72 dB(A) by day and 67 at night — rising to 74 and 68 by 2041, and it attributes the highest levels there to traffic noise from the Hume Motorway. That is a house on the exposed edge, not the whole area; the gap between an exposed edge and a block set back is the subject of our guide on noise and choosing a lot. In the same table the road itself makes no difference to the 2031 figures, which are 72 and 67 with or without it, and one decibel by day in 2041. The report puts the rise between the two years down to “the expected development of the Dahua MPURA”, the Menangle Park Urban Release Area, which it expects to be built out between 2031 and 2041. The other half is the count: the report treats a receiver as impacted only where predicted noise is above both the guideline target level and at least one of the guideline trigger levels, and on that count it says the two areas that are Menangle Park on its own “contain no impacted sensitive receivers”. The two mixed areas do carry a count, in receiver floors rather than homes: none in 2031 and seven in 2041 west of the proposal, and one in 2031 and seven in 2041 east of it, where the report says some buildings were classified as residential without their land use being confirmed.

The report says construction would support up to 175 jobs at its peak.

Three traffic numbers on Narellan Road

This site has published the figure Transport for NSW issued in May 2025: “Once operational, Spring Farm Parkway is expected to divert around 30,000 cars per day from Narellan Road.” The report carries two others.

• The whole corridor: “Spring Farm Parkway is forecast to divert between 20,000 to 30,000 vehicles from Narellan Road”, producing “a nearly 30 per cent reduction in traffic volumes on Narellan Road”. This describes the finished 6.1 km parkway across all three of its stages.
• This stage in the peaks: “The proposal would result in general reductions in traffic volumes (5–15 per cent) on Narellan Road in AM and PM peak periods in 2031 and 2041.”

The first two count the same thing — vehicles the finished parkway would take off Narellan Road — and the May 2025 figure is the top of the range the report gives. The third counts something else, peak-period volumes on Narellan Road with this stage built. Worth knowing that the report numbers the corridor in three stages of its own, which are not the estate stages of the same name: Stage 3, “a 2.3 kilometre link (Liz Kernohan Drive)”, was completed in 2018; Stage 1, from Menangle Road, opened in 2024; Stage 2 is the three kilometre middle. Finished, the report puts the corridor at 6.1 km between the Camden Bypass, the Hume and Menangle Road.

For scale on the roads themselves, the report’s crash history for January 2020 to December 2024 records 20 crashes on Menangle Road — five serious injury, four moderate, six minor or other, five non-casualty — against 125 on Narellan Road over the same five years.

How to comment

Feedback closes at 11:59pm on Sunday 27 September 2026. It can be submitted through the project’s have your say page, by email to springfarmparkway2@transport.nsw.gov.au, or by post to Spring Farm Parkway Stage 2, 4 Parramatta Square, 12 Darcy Street, Parramatta NSW 2150. The project infoline is 1800 325 146.

Transport for NSW lists two drop-in sessions at Spring Farm Shopping Centre, 11am to 2pm on Wednesday 9 September and Friday 11 September 2026, with no need to register and a printed copy of the report available there.

What to watch

The Determination Report, which Transport for NSW says it will publish on the project website after the display closes and which summarises the feedback and its responses. After that, a construction funding decision through a future Budget — the milestone on this site stays proposed until one is made. And, separately, whatever the Hume Motorway access strategy under the $65 million planning program says about south-facing ramps.