Byron Bay Bypass

The Byron Bay Bypass is a major infrastructure project that has been in the planning for over 30 years. Project construction commenced in early 2019. The project has been fully funded by the NSW Government ($20 million including funding from Growing Local Economies) and $4 million from Byron Shire Council.

The Byron Bay bypass project, despite substantial challenges, is progressing well towards completion and will be opened for traffic by the end of February 2021. Read our latest update here. 

 The Bypass will:

  • improve connectivity and traffic flow between the north and south of Byron Bay
  • provide an alternative route that avoids the town centre
  • reduce the number of cars in the town centre daily by an estimated 30 percent
  • prioritise pedestrians over cars in the town centre (a desire strong expressed by our community throughout our Masterplan process).

The Bypass has been approved following a rigorous environmental and planning process. Find out more about the approvals in place at the link below.

Bypass project approvals

Bypass document library

 The Byron Bay Bypass is proudly funded by the NSW State Government, including a $9.5 million Growing Local Economies grant and $10.5 million approved by the State Government in 2014. A $4 million contribution is being made by Byron Shire Council. The total project value is $24 million.


Council acknowledges that the bypass is not the silver bullet solution to Byron’s traffic challenges. Improving traffic flow on Ewingsdale Road requires a significant funding boost and infrastructure renewal effort. While the Bypass will improve traffic flow in the Byron town centre, it will not play a substantial role in improving traffic flow on Ewingsdale Road.

In addition to the Bypass project, we’ve recently built two new roundabouts on Ewingsdale Rd, one at Sunrise Boulevard and one at Bayshore Drive. We’ve been working with the Transport for NSW to find a suitable option to ease congestion at the Byron Hospital Roundabout.



The Bypass offers a new route across Byron Bay that allows motorists to avoid travelling through the town centre. Our traffic modelling shows that 20-30% of cars using Jonson Street each day will use the Bypass instead once it is open. That is an estimated 3200 – 4400 less cars in the town centre each day, that will be travelling on the new Bypass to make their way east and west across town.


Council supports the multi modal use of our existing rail corridor and has just funded a feasibility study that has shown a light rail service and cycleway could be developed on the disused alignment.

Using the rail corridor to build a road would rule out the option of delivering a rail service in the future. It is Council’s priority to provide a shuttle service over a road, particularly when another road route option exists nearby exists approximately 30 metres away.

Not only that – the State Government owns the existing rail corridor and even if there was sufficient space for rail services, a cycleway and a road, it would require an Act of Parliament to close this section of the rail line and build a road in close proximity. Council chose to build the road on land it owns and controls.

There have been claims that the rail corridor option would have less impact on vegetation and habitat. However, this route would still impact a similar portion of wetland as the chosen route. The difference in clearing for both options is minimal.

Byron Bay is essentially a small town but its popularity as a tourist destination, employment centre and place of residence in recent years has seen a significant increase in traffic.  Over 20,000 vehicles a day travel along Ewingsdale Road, the main entrance to Byron Bay.  In 2017 there were 2.1 million visitors to the Byron Shire with the majority of them visiting Byron Bay.  1.1 million of those visitors were day trippers.

The existing road network within the township of Byron Bay has little to no spare capacity and is restricted by the rail line, which runs parallel to Jonson Street. All through-traffic is forced to travel via the Byron Bay town centre over the single rail crossing on Lawson Street. The infrastructure of Lawson and Jonson Streets can't support the current and future traffic volumes, with heavy congestion experienced during peak periods. Heavy pedestrian and cyclist traffic and crossing of the road network also contributes to congestion issues.

One of the main things to come out of the Byron Bay Town Centre Masterplan, which was completed in 2016, was the community's desire to get cars out of the CBD and make it more pedestrian-friendly. The Byron Bay Bypass will take traffic out of the town centre by providing an alternative route for people wanting to avoid the CBD.

Construction of the bypass will impact 1.56 ha of coastal wetland rest (0.39% of the total wetland area in the central Byron Bay).  Council has two approved Biobanking agreements in place issued by the NSW Office of Environment and Heritage. As part of these agreements, we’re improving and conserving an additional 44.5 ha of similar vegetation in the area.

wetland impact mpa.jpg


The Chief Executive Officer of the OEH approved the Biobanking statement for the development of the Byron Bay bypass project through 1.56 ha of wetland based on the following reasons:

·         Vegetation in the directly impacted wetland area (1.05 ha) is degraded as it occurs along an existing (road) edge and is impacted by weed invasion, previous clearing and other human disturbances.

·         The area is considered to have poor long-term viability due to the small size of the vegetation patch and its proximity to a caravan park, rail line and existing urban development.

·         A number of highly invasive weed species are present in the impact area.

·         In terms of regional conservation value impact, the cleared area would represent only a 0.0076 percent decrease in low-land paperbark swamp forest vegetation in the subregion including Southern Coastal Lowlands, Clarence Lowlands and Richmond Tweed.

Council gained two approved Biobanking agreements issued by the NSW Office of Environment and Heritage. The agreements guarantee the improvement and conservation of an additional 44.5 ha of similar vegetation in the Byron Bay area. The sites chosen for these agreements to date are Wallum Place Byron Bay and Lilli Pilli. The sites were chosen as they have similar habitat to that which will be impacted for the bypass construction.


The Bypass Biobanking statement also includes a Fauna Management Protocol. Prior to construction in the impact zone, accredited ecologists and wildlife specialists will be conducting pre-clearing surveys. There will be searches for the Mitchell’s Rainforest snail, Black Bittern and Pale-vented Bush Hen and other threatened species. All species present will be relocated to suitable habitat prior to clearing. Hollow-bearing trees and vegetation bearing wildlife that can be salvaged will be placed in adjoining retained vegetation. Wherever possible, wildlife will not be handled during construction. Contractors would only handle wildlife in an emergency situation. An appointed ecologist and wildlife specialist will be using best practice methods to ensure wildlife safely leave the area. Herbicides will not be used during clearing works. 

A fauna underpass will be constructed at the southern end of the project area, and fauna exclusion fencing will be installed adjacent to native vegetation.


A detailed traffic modelling study was carried out to assess the options for the Shirley, Lawson and Butler Street intersection. The design was based on the best outcome whilst maintaining a roundabout (and not installing traffic lights). This meant we could save the heritage listed Norfolk Pines. The turning movements on the roundabout have been optimised to minimise delays when using the roundabout, and the storage on each approach has been extended as far as practical at this point in time.

Once Butler Street is reclassified to a regional road and the bus interchange is complete, Council will carry out further detailed access and movement studies to determine future solutions for relieving traffic congestion in the Byron Bay town centre.


Butler Street is being transformed into a bypass, or more specifically a sub-arterial road. The lighting on the road has been designed to Category V5, which is the lowest category of lighting for a sub-arterial road such, in accordance with Australian Standard 1158 for the lighting of roads and public spaces.

In 2019 the luminaire strength was reviewed to ensure the lowest possible luminaire that Essential Energy allows was selected. Following the review, Council adjusted the luminaires from 200W to 150W. The project team are also looking into options for LED glare shields to try and minimise light spill into adjacent properties. If this is possible and does not void Essential Energy’s warranty on the streetlights, they will be installed as part of the project.

While we acknowledge this is a change for Butler Street and the surrounding community, Council cannot accept liability of installing undersized luminaires on this road, due to the safety risk this poses.

When the review took place, it was identified that at the current light pole spacing, the minimum wattage to achieve a Category V5 lighting was 100W. However Essential Energy currently only allows luminaries of 80W, 150W and 200W, this is why 150W had to be installed.

Council applied to Essential Energy seeking permission to install non-standard luminaires at 100W. We did not receive approval, and then proceeded with the installation of the Essential Energy prescribed 150W lanterns.

Essential Energy will own and maintain these streetlights into the future.



The objectives of the town centre bypass are to:

  • improve traffic efficiency on the road network within Byron Bay particularly at the Lawson and Jonson Street roundabouts
  • support future growth associated with predicted land use changes in the Byron Shire
  • maximise road safety benefits by improving pedestrian connectivity and reducing conflicts
  • enhance in-town amenity

While Council resolved not to do work with Adani related companies it noted that some tenders were already underway and therefore these were to continue.

GHD has continued to perform work in relation to the Bypass, including preparation of the Bio Banking, and to complete the referral to the Commonwealth Department of Environment and Energy.

Council’s view is that the preparation of the Referral to the Commonwealth Department of Environment & Energy (DoEE) by consultants GHD was not a new service but an extension of their engagement for the Environmental Assessment of the Bypass Project. 

The engagement included a range of assessments which also included the consideration of the Environment Protection and Biodiversity Conservation Act. 

While Council has still not officially heard from GHD, our understanding that they were working for Adani in 2017 was based on information on the Marketforce website. A recent review of GHD’s website confirms that the company has a contract with Adani which expires in early December 2019.

That noise mitigation contract was awarded to Bishton Group Pty Ltd at an estimated value of $1,283,234


The colourful wall is a noise wall. It was required as a part of our development consent conditions, relating to noise mitigation.

The panels are engineered composite panels, they are ultra-high impact resistant, vandal resistant and noise resistant. The noise wall has been constructed as per the requirements detailed in our acoustic engineering advice. We were advised to construct the panels at 2.4m high for 140m (near residential buildings) and 1.8 m for 60 m (where no residential dwellings exist).

The raw panels were a neutral grey colour. A protective coating was required to protect the wall from weathering. A high quality paint was advised for the coating, and Council was advised any combination of colours could be chosen for the wall.

Rather than keeping the panels a neutral colour, Council resolved to paint them in a wetland inspired coloured palette as an interim measure. The colours were curated by a landscape architect.

 A public art project was outside of the scope of the Bypass project and there were no allocated funds for an art project of this scale.

If funding opportunities present, Council will consider a public art project for the wall.

 The full report from the March 2020 meeting can be read at the following link:



Council resolved and announced the preferred route for the Byron Bay Bypass along Butler Street.

GHD was engaged to develop the concept design, undertake a detailed environmental impact study and undertake the State Government Biobanking process for the preferred bypass route.

September 2014

State Government commits $10.5 million funding to the Byron Bay Bypass project.

Early 2015

The NSW Office of Environment and Heritage (OEH) provided Council with the Secretary’s Environmental Assessment Requirements (SEARs) for the framework for the development of the Environmental Impact Statement (EIS).

The EIS for the preferred route on Butler Street commenced. 

Community displays and meetings were held seeking input from the community.

Mid 2015

A Development Application (DA) and the EIS was submitted by GHD to Council for assessment.

Biobanking Statement was requested by GHD from OEH.

Late 2015

DA and EIS were withdrawn pending approval of the Biobanking Statement. 

Biobanking Statement was approved by OEH. 


Council submitted a revised DA and EIS for the Byron Bay Bypass in January 2016.

The project was approved by the Northern Joint Regional Planning Panel (NRJPP) on 22 June 2016.

In August 2016, The Butler Street Community Network announced it would appeal the JRPP's approval of the bypass.

At the end of 2016 Council and the Butler Street Community Network went to conciliation, as required by court, but no agreement was reached.

GHD completed detailed design of the bypass.

June 2017

Land and Environment Court Ruling in favour of Council for approval of the Byron Bay Bypass.


Council’s project team continues preparation for project implementation, pending additional funding for construction. 

November 2018

Biobanking Agreement approved by OEH.

December 2018

Additional funding announced by the NSW State Government under the Growing Local Economies grant program.

There are times that development needs to be done in areas that are of environmental importance and this needs to be taken into account by developers.  In some cases it is impossible to avoid a development’s impact on the local environment and in certain situations, Councils and developers need to work out a way to offset the environmental impacts.  This is the case with the route for the Byron Bay bypass.  Biobanking is one way of doing this.

In simple terms Biobanking is a process where the impact of a development, or works, on the habitat of an area, is offset by the protection and enhancement of a larger area of habitat in a different location. 

A BioBanking agreement specifies the management actions that are required to be undertaken on BioBank sites in order for credits to be created. The Act further provides for the BioBanking agreement to specify the number and class of biodiversity credits that may be created, and the timing of creation. This is determined in accordance with the BioBanking Assessment Methodology.  A BioBanking agreement is attached to the land title and includes provisions that require current and future landowners to:

• carry out management actions to improve biodiversity values on the site;

• not undertake activities that would reduce the biodiversity values of the site.

A BioBanking site has to already have some environmental qualities to meet the requirements for an agreement. These qualities relate to the two classes of biodiversity credits – ecosystem credits and species credits. Both classes of credits can be created at a BioBank site. A BioBank site must already contain native vegetation or threatened species, populations, ecological communities or their habitats.  The agreement is both to conserve and improve the site. 

In the case of Byron Shire Council, we can agree to protect another area within the Shire, or we can buy biobanking credits for the protection of an area in another part of NSW or even Australia.

The route of the Byron Bay bypass includes an area of wetland. Council has an obligation to comply with the relevant law on environmental protection and consider the impacts on the wetland.  To meet Council’s obligations under NSW environmental law Council opted to undertake a Biobanking Agreement.  We have found two sites in the Shire that have similar habitat to that which will be affected by the construction of the bypass and we have undertaken that this area will be protected in the future. 

There are two components to Council’s BioBanking Agreement for the construction of the Byron Bay bypass :

1.      BioBanking Statement that accompanies a development application and confirms the number and type of credits and any on-site measures required for the development to improve or maintain biodiversity values. Council submitted a Biobanking Statement endorsed by the Director General of the Office of  Environment and Heritage with the Bypass development application.  Click here to download Council’s Biobanking Statement with OEH.

2.      A BioBanking agreement is a conservation covenant that is attached to the land title. It runs with the land, and generally has effect in perpetuity so as to offset the impacts of development on biodiversity values.  Land the subject of an agreement generates the credits required for the statement.  Council has two Biobanking Agreement sites:

a.       Biobanking Agreement 348 for the Wallum Place site

b.      Biobanking Agreement 352 for the Lilli Pilli site

The Biobanking Statement for the Bypass has been approved by the CEO of the NSW Office of Environment and Heritage. 

Council is required to retire the credits at its two Biobanking agreement sites. 

The Biobanking Statement addressed all threatened species impacts that were raised in the Land and Environment Court Case and the court was satisfied that these impacts were offset by the statement and agreement. 


The bypass will improve connectivity and traffic flow between the north and south of Byron Bay. It will provide an alternative route for traffic that avoids the town centre. It is estimated it will reduce the number of cars in town on any given day by 30 percent. The project supports the desires express by the Byron community during the town Masterplan process, which was clearly that Byron should prioritise pedestrians over cars in the town centre. 


In early 2019, a Stakeholder Group was established for the bypass prior to the commencement of construction.

Stakeholders from the following organisations and groups are invited:

  • The Park Management Committee for Cumbebin Swamp Nature Reserve
  • Roads and Maritime Services
  • Office of Environment and Heritage
  • Transport for NSW
  • The Bundjalung of Byron Bay Aboriginal Corp (Arakwal)
  • Adjoining Landowners to the Byron Bypass Route (maximum of three representatives)
  • Byron Aged Care Facility
  • Council Officers
  • Representatives from the Community and Farmers Market
  • The Chamber of Commerce

The group is provided with information about the work program for the bypass, traffic management, and changed traffic conditions, and to resolve any unforeseen issues as they arise during the construction phase of the development.

The group is chaired by Byron Shire Council's Project Manager for the Byron Bypass and meets one month prior to work commencing and every second month during the construction period.