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To Whom It May Concern, I am writing with strong opposition to the South West Rail Link Extension and Corridor Preservation which as been proposed and will affect the areas of Narellan, Oran Park, Harrington Park/Harrington Grove, Bringelly and Rossmore/Catherine Fields. I understand the opportunity exists for the community to provide feedback in regards to the proposed extension corridor. My feedback will focus on Leppington Station being connected to Bringelly, as well as Bringelly connecting north to the T1 Western Line near St Marys and the subsequent new stations and development intended to head south toward Narellan. I will also address the possibility of the corridor being extended further south to meet the existing T2 south line, commencing at Macarthur, within the Campbelltown Local Government Area (LGA), as this is also mentioned in the proposal. I would like to start on a personal note; I am a 24-year-old first homebuyer who has worked and saved very hard since 19 years of age to be able to afford a deposit to purchase my first home. My partner and I, in October 2014, made the decision to build a new home in an area of our choice, being Oran Park. The appeal of this was that it fell within the Camden LGA; which we are familiar with, both through living in the area for over a decade and working nearby. We obviously liked Camden and more specifically Oran Park enough to spend $325,500 on a block of unregistered land, a price that only a few years ago would have afforded us not just a block of land, but also a house on that block of land. As hard working individuals we researched the areas that we were considering for purchase; we researched crime statistics, performance of nearby schools, treatments available at hospitals and nearby transport facilities. One of the largest points of appeal was that Camden LGA, with the exception of rural Picton and Leppington, had NO train stations or proposed rail corridors anywhere in the vicinity or suburb that our home was to be built. If we wanted to live near a noisy, filthy, unsafe, crime ridden rail corridor we would have spent our money in Campbelltown. But we didnt, so we purchased our land in Oran Park and completed our conveying in December 2014. Nowhere in our contract or in the checks performed by our conveyancer is there any mention of a future rail corridor or current plans for preservation of a rail corridor. Landcom; the land developers responsible for Oran Park told us that in all contracts for sale of new land from April 2015 the rail corridor information is listed, it is not listed, not in ours, not in many others. Landcom also went on further to tell us, when I phoned them on first hearing of the rail corridor earlier in 2015 that this is the first we have heard about it. The legal contracts provided by Landcom and Greenfields for the sale of our block of land, as well as the conveyance report (and subsequent checks for future infrastructure, transport and development) all returned no results or information relating to a proposed rail corridor. It was not mentioned in discussion or in contract with Oran Park landowners or land developers. Let me be perfectly clear that my partner and I have no interest living near a rail corridor or rail line for a variety of health, safety, crime, financial and peace and repose oriented reasons. We have no interest in repaying a $680,000 mortgage over 25 years whilst stuck next to a train line. This $680,000 is what we are spending on the cost of our land, house construction and all the necessities that go with it like a driveway, landscaping and blinds on the windows.

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To make matters worse, the mapping and information that has been provided by Transport NSW doesnt even show where our street or block of land is in relation to the rail corridor. We are left guestimating how far our house will be from the proposed corridor and eventual railway line. Our street falls just outside of the maps that have been provided on your website and at various community information sessions. This means our house is about 1200 metres away from the proposed location. We do not want to live in an estate that will be noisy, riddled with crime, paying our expensive mortgage with further inflated expensive home and contents insurance, car and motorcycle insurances just because you want to stick a rail line through there and Transport NSW and Landcom didnt want to tell prospective buyers about it. Believe me, Im not stupid, Ive contacted just about every insurance company there is to obtain quotes for addresses without a railway line or rail corridor and other quotes for those with Those with are FAR more expensive to make up for the amount of crime incidences that occur within those hotspots. Transport NSW, to say I am pissed off is an understatement. You have taken what should be a dream experience for two young and hardworking Australians and turned it into a nightmare of lies, confusion, added expense, hassle and worry. Please continue reading below where I have included a large amount of facts, statistics, crime data and other cost related material, which I ask you to consider and desist in proceedings to establish the above-mentioned railway and corridor. All facts and statistics gathered have been obtained from NSW or Australian Government supplied literature, studies and fact sheets including: Transport NSW, City Rail, NSW Train Link, NSW Bureau of Crime Statistics and Research, Rail Infrastructure Noise Guidelines NSW, NSW Environmental Protection Agency, Camden, Campbelltown, Liverpool & Penrith Local Councils, Charles Sturt University Australia and Australian Radiation Protection and Nuclear Safety Agency. This letter and subsequent information will be forwarded to the Local Member for Parliament of Camden Local Government Area (LGA), this information will also be widely disseminated on social media and amongst the wider Camden LGA community for their information. I also intend to petition the broader community to stop the establishment of the proposed rail link and corridor. I am sharing this information to highlight the negative aspects that adversely and severely outweigh any positives that may come from establishing the proposed rail link and corridor.

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Contents Category Page Number

Issues to consider; noise pollution and disturbance of peace to nearby residents:

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Train horns 4 Whistle boards 4 Section 1.4.3 of the Rail Infrastructure Noise Guideline by The Environmental Protection Agency Australia

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Wheel squeal 4 Track maintenance 4 Freight train operators 5 Holding trains at signals 5 Passenger Train Stabling Yards 5 Noise Barriers 5 Noise sensitive places that are assessed for rail and/or road noise 5

Issues to consider; structural & environmental impacts to nearby residents:

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Vibrations 7 Electrolysis & DC Current 7 Effects of DC Stray Current 8

Issues to consider; health affects and impacts on nearby residents: 9 Australian Radiation Protection and Nuclear Safety Agency warning 9 Overhead power lines 9 Asthma 9

Issues to consider; crime 10-40 Increase of crime (in all categories) where suburbs have a rail corridor and railway stations 10 Addressing crime hotspots 10 Camden Local Government Area (LGA) current crime rates without rail 10-16 Comparison between Camden LGA and Campbelltown LGA/Penrith LGA crime rates 17-31 Comparison Graphs between Camden (without rail) and Campbelltown, Penrith and Liverpool Local Government Areas (with rail) 32-37 Issues to consider; increased cost to the local community 38-39 Increased insurance premiums and associated costs 38 Increased council rates and associated ongoing costs 39 References and further information 40

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Issues to consider; noise pollution and disturbance of peace to nearby residents: Train horns All trains using the New South Wales Rail network are fitted with a train horn/klaxon. The sound of train horns is distinctive and can be heard at a significant distance, even when a train is not visible. The volume of the horns must be high enough for them to be heard over other sources of noise in the environment, including audio distractions such as personal music players and car stereos. Train horns are sounded for various situations, including at whistle boards, when a train is about to move from a stationary position (such as when departing a station), and when approaching workers or members of the public on or near the track. Horns are also sounded at the discretion of the driver for the purpose of emergencies. Whistle boards Whistle boards are strategically located within the rail corridor on the approach to high-risk locations such as level and pedestrian crossings, bridges and tunnels. When a train passes a whistle board, the train driver must sound the horn so pedestrians, motorists and track workers know a train is coming. Because people use our crossings during both day and night, train drivers need to sound the horn at whistle boards regardless of the time of day. This is yet another example of increased noise and disturbance that will interfere with nearby residents. Section 1.4.3 of the Rail Infrastructure Noise Guideline by The Environmental Protection Agency Australia states; Noise from the ordinary use of klaxon horns and other warning devices are not subject to noise limits, meaning that because there is no decibel limitation, there is no guarantee just how loud the klaxon and other warning devices will be; this adversely affects the comfort and repose of residents in the area, particularly considering the number of railway stations proposed on this train line and the fact that a train horn/klaxon is sounded when a train is leaving a stationary position at a train station, as well as at any other time the driver sees necessary. Wheel squeal Wheel squeal is the high-pitched noise that can occur as trains travel around curved track. It is primarily caused by friction between the steel wheel and the steel rail. There is no limitation on how often wheel squeal may occur, nor any guarantee on how often maintenance would be conducted to reduce wheel squeal. Wheel squeal however, can never be eliminated completely. Track maintenance In order to maintain a safe, reliable and efficient rail network, it is essential that Transport New South Wales carry out track works on a regular basis. The majority of track work is undertaken outside of peak times, mainly overnight or on weekends to avoid disruption to rail commuter users, however peace and repose as well as minimisation of noise for nearby residents is not taken into primary consideration. This means that residents surrounding the rail stations and rail corridor/line will be regularly disrupted; primarily overnight and on weekends due to necessary and regular track works.

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Freight Train Operators Transport New South Wales is obligated to give priority to regularly scheduled passenger transport services. As the vast majority of passenger services operate during the day to satisfy the service needs of the community, most freight train services are required to operate outside of regular passenger transport times. It is necessary that many of the freight train services operate after hours, including overnight. This will cause further noise related issues that may be associated with their locomotives and wagons. Holding trains at signals Freight trains may pass through a suburban rail network without stopping. However, due to safety and/or operational requirements, it is often unavoidable that trains be held temporarily at various signals throughout the suburban network. It is not safe or operationally possible to guarantee that these freight trains will not be held in densely populated areas, meaning freight trains and their associated noise and pollution may labour in a high density residential area (such as Narellan, Harrington Park/Harrington Grove, Oran Park and Catherine Field) for extended periods of time. Passenger Train Stabling Yards Stabling yards are located across the NSW rail network, and are used as passenger train storage/parking areas, which allow trains to enter into service efficiently across the network to meet demand. Trains may also be cleaned and inspected at stabling yards in preparation for entry into service. Cleaning and inspections usually occur between evening and morning peaks (overnight), and it is necessary that power be maintained to the trains and some systems continue to run during these activities. Noise will certainly be experienced at train stabling yards. Noise barriers Noise barriers are physical barriers designed and constructed to shield properties adjacent to the rail corridor from noise, however they are not always the most suitable option for reducing noise. The use of noise barriers can pose various challenges relating to constructability, safety and amenity. To be effective, noise barriers must block the line of sight between the noise source and the affected sensitive place. Noise barriers can also be a significant eye sore in the local area that may obstruct existing views, reduce breezes, create access issues and attract anti-social behaviour such as graffiti. It is important to note, that where a noise barrier has been identified as a viable option, it is a requirement that the affected property owners be consulted. Noise barriers are only constructed in locations where the majority of affected property owners are in favour of construction. This means that if the majority of affected property owners want to reduce the noise; they and others are also burdened with a significant visual eye sore that may obstruct existing views and reduce breezes etc. as discussed above. Section 1.4.3 of the Rail Infrastructure Noise Guideline by The Environmental Protection Agency Australia states; In relation to residential and non-residential noise receivers, there may be land uses that are

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particularly sensitive to noise where more stringent triggers are appropriate. In addition to residential land, specific triggers have been set for schools, hospitals, places of worship and recreational areas so the characteristic activities for each of these land uses will not be unduly disturbed. When identifying land uses and noise receivers, both existing and planned development should be considered. Noise sensitive places that are assessed for rail and/or road noise include:

A residential dwelling. A library, childcare centre, kindergarten, school or other educational institution. A hospital, surgery or other medical institution.

Residents living nearby to the rail line and in particular near stations are likely to hear train horns and station announcements over a loud speaker. Noise from the ordinary use of klaxon horns and other warning devices are not subject to noise limits, meaning that because there is no decibel limitation, there is no guarantee just how loud the klaxon and other warning devices will be; this adversely affects the comfort and repose of residents in the area.

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Issues to consider; structural & environmental impacts to nearby residents: Vibrations Vibrations caused during the construction of rail projects, as well as throughout the lifetime usage of the established railway can cause noise pollution issues as well as issues in ground stability, which may affect nearby premises and cause shifting or cracking of building materials such as concrete slabs, brickwork and rendered finish to facades over extended periods of time. Meaning homes built near to the rail corridor and station will suffer as a result of exposure to these vibrations, costing homeowners more in maintenance and repairs on their homes; with the potential to cause irreparable damage. Vibrations in buildings associated with rail network operations can cause disturbance and complaint in a similar manner to noise. It needs to be considered at the infrastructure planning stage as it is difficult to mitigate retrospectively. A separate vibration guideline, Assessing vibration: a technical guideline (DEC 2006), covers continuous, impulsive and intermittent vibration from a variety of sources. Train movements on a rail network can cause vibration of an intermittent type. The vibration guideline contains information on preferred and maximum vibration values for assessing human responses to vibration; this means there is no elimination completely of vibration values, guaranteeing there will always be some extent of impact on human responses to this vibration. Electrolysis & DC Current Electrolysis is an electro-chemical reaction involving an electrolyte and metals, which are carrying a DC current. It results in the corrosion of the metal, which is carrying the current, at the point where the current transfers from the metal and enters the electrolyte. For steel the corrosion rate is 9 kg per ampere year. In the case of stray traction currents, the electrolyte is moist earth, while the metals are the rails and buried metallic services such as pipes and the sheathing on power and communication cables. The buried services are usually referred to in electrolysis literature as 'structures' but should not be confused with overhead wiring structures. The buried structure' does not necessarily have to be underground - it just has to connect to ground at two points. Effects of DC Stray Current DC Traction systems may cause stray currents which could adversely affect both the railway and or outside interests (outside interests refers to your home, business, nearby buildings such as schools, shopping centres, places of worship and medical treatment facilities). The major effects of stray currents can be: Corrosion and subsequent damage of metallic structures where DC stray currents leave the metallic structures; (metallic structures refers to any structure using metal framing or containing metal such as aluminium, copper, steel, iron and titanium. Buildings such as homes and businesses are rarely if ever constructed without the use of these materials).

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The risk of overheating, arcing and fire and subsequent danger to equipment and people, both inside and outside the rail corridor

Influence on services and communications systems (phone, internet, fibre optic networks) Influence on unrelated cathodic protection installations (Cathodic protection connects the metal to be protected to a more easily corroded "sacrificial metal" to act as the anode) Influence on unrelated AC and DC power supply systems and their associated earthing

systems (potential influence and damage to power supplying your home and heating/ cooling systems)

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Issues to consider; health affects and impacts on nearby residents: Australian Radiation Protection and Nuclear Safety Agency states the following:

Overhead power lines Exposure to ELF (extremely low frequency) EMF (electric and magnetic fields) at high levels can affect the functioning of the nervous system. However, exposure to high levels of ELF EMF is not normally found in the everyday environment from electrical sources. While such exposures are very unusual, there are international guidelines on limits of exposure which are aimed at preventing established harmful effects. There has been a lot of research on whether exposure to ELF EMF from electrical sources below the exposure limits causes any health effects. Most of the research indicates that ELF EMF exposure normally encountered in the environment, including in the vicinity of power lines, does not pose a risk to human health. However, there are some epidemiological (population) studies that have reported a possible association between prolonged exposure to ELF magnetic fields at levels below the exposure limits but higher than what is typically encountered and increased rates of childhood leukaemia. The International Agency for Research on Cancer has classified ELF magnetic fields as possibly carcinogenic to humans. (Carcinogen; is any substance, radionuclide, or radiation that is an agent directly involved in causing cancer). Studies that do indicate an increased risk of health effects claim a relative risk ratio of 2 to 3. That is as a result of exposure to power line electromagnetic fields the risk of contracting a cancer is two to three time the risk for a non-exposed person.

Asthma A study completed by the Mayo Clinic measuring 3,970 people found asthma to be 40 to 70 percent more prevalent in children who lived near a railroad intersection. The pollution caused by the diesel engines permeates the air around the tracks and the homes in the nearby area.

28 Endeavour diesel railcars were introduced by Transport NSW from 1994 to operate the non-electrified CityRail lines to replace the ageing DEB railcars and some of the 620/720-class railcars. Please understand this is not a total or complete list of health risks and associated factors, these are merely prime examples of common and wellknown illnesses that are caused and significantly affected by residing within and or close to rail corridors and stations.

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Issues to consider; crime Rail corridors and railway stations significantly increase crime; this will be depicted to you below using the following images graphs and data provided by the NSW Bureau of Crime Statistics & Research. The main categories of crime that will be shown and discussed include:

Theft Residential break and enters Theft Non residential (business/industrial area) break and enters Theft Vehicle theft (stolen cars) and steal from motor vehicle (cars being broken into) Malicious damage (this includes damage to public and private properties and structures, damage to vehicles and damage caused by graffiti) Robbery (including robbery of a person, robbery of a business or residential property, also including robbery with a weapon and robbery without a weapon)

Other areas and offences that will be shown and discussed include:

Drug Offences (including dealing as well as drug selling and drug usage) Assault (non domestic assault only)

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Camden LGA Crime Hot Spots To begin with, I will show you Camden Local Government Areas existing crime and what it looks like. This will be shown on a crime hotspot map and will show the 5 main crime categories discussed above. Following that, I will show you a comparison of the same 5 main crime categories in neighbouring Campbelltown LGA; this will encompass all train stations within the Campbelltown LGA between Macarthur Square and Glenfield. You will be able to see the exact location of the rail corridor and all railway stations on each of these hot spot maps; this will show you that crime is significantly more prevalent along rail corridors and at railway stations. Lastly, I will show you a number of graphs that depict Camdens crime rates in a wider variety of crime categories (this will include the 5 main crime categories as well as the other areas and offences listed above). In the below images, you will see the current Crime Hotspots within Camden Local Government Area (the royal blue bordered area and within that border are part of the Camden Local Government Area). These images depict existing hot spots and the specific crime, which relates to the hotspots. The Crime Hotspots are rated using 3 colours to identify the density or predominance and occurrence of crime within these areas. KEY: High Density Medium Density Low Density Note: All areas outside of the royal blue border are other Local Government Areas, predominantly parts of Campbelltown, which are shown on the right hand side of the images.

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Incidents of Theft Break and enter (residential dwellings/houses)

Residential break and enters are incredibly sparse throughout the Camden LGA and are very low in density/occurrence/frequency.

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Incidents of Theft Break and enter (non residential dwelling, aka shopping centres, businesses, industrial complexes, etc.)

As you can see in the above image, Camden has small pockets of non-residential theft that are few and far between and range from low to medium in density/occurrence/frequency.

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Incidents of Theft Motor Vehicle Theft (stolen cars)

Motor vehicle theft is also very sparse throughout the Camden LGA and is very low in density/occurrence/frequency, seeming to occur predominantly at and in areas immediately surrounding Narellan Town Centre.

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Incidents of Theft Steal from motor vehicle (items stolen from within cars)

Steal from motor vehicle occurrences are low throughout all of Camden LGA; with the exception of a small medium density within the Smeaton Grange industrial area. Steal from motor vehicle incidents area very low considering the population and housing boom. The most significant, but still low are depicting density/occurrence/frequency is predominantly at and in areas immediately surrounding Narellan Town Centre.

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Incidents of Theft Malicious Damage (this includes damage to public and private properties and structures, damage to vehicles and damage caused by graffiti)

Camden has small pockets of malicious damage that are few and far between and range from low to medium in density/occurrence/frequency.

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Comparison (Campbelltown LGA) Macarthur Square, Campbelltown, Leumeah and Surrounds Crime Hot Spots Please see the following images provided by the NSW Bureau of Crime Statistics & Research, which highlight the increased amount of crime in Local Government Areas with rail corridors. As well as highlighting that crime hot spots are centered primarily on locations of railway stations and rail corridors. Campbelltown LGA and Penrith LGA are the areas that the rail corridor proposal intends to link Camden LGA directly to via the T1 and T2 lines. Macarthur, Campbelltown, Leumeah & Surrounds Incidents of Theft Break and enter (residential dwellings/houses)

Residential break and enters are significantly more rife and of greater density/occurrence and frequency within the Campbelltown LGA. As you can see a number of these incidents are directly near railway stations and also run directly along the railway corridor.

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Macarthur, Campbelltown, Leumeah & Surrounds Incidents of Theft Break and enter (non residential dwelling, aka shopping centres, businesses, industrial complexes, etc.)

There are very large areas of non-residential theft and are of greater density/occurrence and frequency within the Campbelltown LGA. As you can see a number of these incidents are directly near railway stations and also run directly along the railway corridor.

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Macarthur, Campbelltown, Leumeah & Surrounds Incidents of Theft Motor Vehicle Theft (stolen cars)

Motor vehicle theft is significant at Macarthur, Campbelltown and Leumeah railway stations. Whilst it is also represented elsewhere in the Local Government Area, the railway station parking at each of the three stations makes up the majority of area that motor vehicles are stolen from. There is a high density/occurrence/frequency of motor vehicle theft from railways, which cannot be overlooked.

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Macarthur, Campbelltown, Leumeah & Surrounds Incidents of Theft Steal from motor vehicle (items stolen from within cars)

Much like the above hot spot picture indicates, there is a high density/occurrence/frequency of theft/steal from motor vehicle incidents from the above 3 railway stations and their parking areas cannot be overlooked. Macarthur, Campbelltown and Leumeah railway stations make up the bulk of pictured thefts from motor vehicles.

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Macarthur, Campbelltown, Leumeah & Surrounds Incidents of Theft Malicious Damage (this includes damage to public and private properties and structures, damage to vehicles and damage caused by graffiti)

Macarthur, Campbelltown and Leumeah railway stations show significant impact related to malicious damage. This includes damage of the trains and platforms themselves, nearby public places, residential areas, vehicles within those areas and areas suffering as a result of graffiti. Damage is high in density/occurrence/frequency at the locations of these stations, flowing out to medium within the immediate surrounds and then increasing again in other areas due to other factors. Council rates will increase to help local council with the growing cost of this damage

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Comparison (Campbelltown LGA) Minto, Ingleburn, Macquarie Fields, Glenfield & Surrounds Crime Hot Spots Please see the following images provided by the NSW Bureau of Crime Statistics & Research, which highlight the increased amount of crime in Local Government Areas with rail corridors. As well as highlighting that crime hot spots are centered primarily on locations of railway stations and rail corridors.

Minto, Ingleburn, Macquarie Fields & Surrounds Incidents of Theft Break and enter (residential dwellings/houses)

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Glenfield & Surrounds Incidents of Theft Break and enter (residential dwellings/houses)

Residential break and enters are significantly more rife and of greater density/occurrence and frequency immediately surrounding the railway stations at Minto, Ingleburn, Macquarie Fields and Glenfield. As you can see a number of these incidents are directly near railway stations and also run directly along the railway corridor.

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Minto, Ingleburn, Macquarie Fields & Surrounds Incidents of Theft Break and enter (non residential dwelling, aka shopping centres, businesses, industrial complexes, etc.)

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Glenfield & Surrounds

There are very large areas of non-residential theft and are of greater density/occurrence and frequency, mostly around Ingleburn and Glenfield. As you can see a number of these incidents are directly near railway stations and also run directly along the railway corridor.

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Minto, Ingleburn, Macquarie Fields & Surrounds Incidents of Theft Motor Vehicle Theft (stolen cars)

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Glenfield & Surrounds

Motor vehicle theft is significant at Minto, Ingleburn and Glenfield railway stations. Whilst it is also represented elsewhere in the Local Government Area, the railway station parking at each of the three stations makes up the majority of area that motor vehicles are stolen from. There is a high density/occurrence/frequency of motor vehicle theft from railways, which cannot be overlooked. Abandoned vehicles are also frequently dumped at Glenfield railway station.

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Minto, Ingleburn, Macquarie Fields & Surrounds Incidents of Theft Steal from motor vehicle (items stolen from within cars)

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Glenfield & Surrounds

Much like the above hot spot picture indicates, there is a high density/occurrence/frequency of theft/steal from motor vehicle incidents from the above 3 railway stations and their parking areas cannot be overlooked. Minto, Ingleburn and Glenfield railway stations make up the bulk of pictured thefts from motor vehicles.

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Minto, Ingleburn, Macquarie Fields & Surrounds Incidents of Theft Malicious Damage (this includes damage to public and private properties and structures, damage to vehicles and damage caused by graffiti)

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Glenfield & Surrounds

Minto, Ingleburn and Glenfield railway stations show significant impact related to malicious damage. This includes damage of the trains and platforms themselves, nearby public places, residential areas, vehicles within those areas and areas suffering as a result of graffiti. Damage is high in density/occurrence/frequency at the locations of these stations, flowing out to medium within the immediate surrounds and then increasing again in other areas due to other factors. Council rates will increase to help local council with the growing cost of this damage.

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Graph Comparison between Camden (without rail) and Campbelltown, Penrith and Liverpool LGA (with rail) For the purposes of the images and graph/charted data collected I have compared Camden LGA to Campbelltown LGA and Penrith LGA, as Campbelltown and Penrith Local Government Areas immediately surround Camden and reflect similarly to Camdens housing density and population. You will note that in all images and graph/charted data Camden LGA rates significantly lower to Campbelltown LGA, Penrith LGA and Liverpool LGA in every category of crime. Camden LGA also rates significantly lower than the NSW average. Camden is the only one of these Government areas without significant rail stations and links.

KEY:

New South Wales State Average Blue Line Camden LGA - Red Line Campbelltown LGA Yellow Line Liverpool LGA Green Line Penrith LGA Purple Line Incidence of Assault (Non domestic violence related) from Jan 2014 to

December 2014

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Incidence of Break & Enter (to a home/dwelling) from Jan 2014 to December 2014

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Incidence of Malicious Damage (including graffiti) from Jan 2014 to December 2014

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Incidence of Motor Vehicle Theft from Jan 2014 to December 2014

Incidence of Stealing From Motor Vehicle from Jan 2014 to December

2014

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Incidence of Drug Offences from Jan 2014 to December 2014

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Issues to consider; increased cost to the local community Insurance Due to the proximity to rail corridors and railway stations, crime will increase. As a result of crime increasing there are a number of factors which will affect all households; regardless of if they are a victim of crime directly or not. There will be increased costs for insurance premiums based on proximity to rail corridoors for all homes within rail corridors. I have contacted GIO, AAMI, CGU, NRMA, YOU, Coles Insurance and Woolworths insurance to compare the cost of insuring home and contents, contents only, car insurance and motorcycle insurance. To do this I used addresses located within 2km of a rail station or corridor vs. homes in excess of 10km away from a rail station or corridor. In every instance, the closer the home was to the rail corridor or station; the more expensive the insurance became. You can expect to pay on average 23% more for your insurance because you live on a rail corridor. One off expenses If you do not have insurance but are the victim of a crime such as malicious damage, stolen motor vehicle, stolen items from your house or vehicle then you will be faced with the whole cost of replacing those items or paying for the cost of repair if an offender is not found responsible. It is important to consider that even if an offender is found responsible, you will have to undertake civil court proceedings to recover the cost from that person. This can take from a minimum of 6 months to several years and there is no guarantee you will ever recover the cost. Taking out an insurance policy after you have been the victim of a crime is also, again more expensive. Local Government Taxes and Rates Under the Local Government Act 1993, all land is rateable whether it is vacant or habitable. The State Government also requires that all land must have a waste charge. Vacant land will have an availability charge and occupied land will have a service charge. There are four rating categories Business, Residential, Farmland and Mining. The rating category is shown on your Rate Notice. Rates are levied for the 12 month period from 1 July to 30 June, this is then broken down into four instalments due: 1st Instalment - 31 August 2nd Instalment - 30 November 3rd Instalment - 28 February 4th Instalment - 31 May

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At present; your council rates are spent as follows:

You can find a full break down of how your rates are spent at: http://www.camden.nsw.gov.au/assets/pdf/Residents/ResidentInformation/2015/Rates/Where-Are-My-Rates-Spent-Brochure-June-2015-option-with-MALC-web.pdf The proposed rail link will most certainly see the current 18% of funding for construction and maintenance of infrastructure increase to a significantly higher amount, stripping vital funding away from other areas. Further, you can expect significant rate increases as a result of the construction proceeding on the rail corridor and rail link. There will also be additional rate increases in future to cover the necessary repairs to the corridor as a result of malicious damage, graffiti and other vandalism caused by criminals who will frequent the area.

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References and further information: http://www.asa.transport.nsw.gov.au/sites/default/files/asa/railcorp-legacy/disciplines/electrical/guideline-on-earthing-bonding-railway-stations.pdf http://www.camden.nsw.gov.au http://www.camden.nsw.gov.au/assets/pdf/Residents/ResidentInformation/2015/Rates/Where-Are-My-Rates-Spent-Brochure-June-2015-option-with-MALC-web.pdf http://www.campbelltown.nsw.gov.au http://www.csu.edu.au/acad_sec/committees/radiation/faq/possible_adverse_health_effects.htm http://www.epa.nsw.gov.au/resources/noise/20130018eparing.pdf http://www.sydneytrains.info/about/fleet/endeavour http://www.transport.nsw.gov.au/sites/default/files/b2b/projects/swrl-phase2-maps.pdf www.sydneytrains.info www.transport.nsw.gov.au https://www.penrithcity.nsw.gov.au