Greenfields Development Company
7 August 2015
Submission to Transport for NSW
South West Rail Link (SWRL) Extension
Public Transport Corridor Preservation –
Southern Section
Contents
1
Submission in Summary ..................................................................................................... 3
2
Introduction ........................................................................................................................ 5
3
Submission in Detail ........................................................................................................... 8
3.1
Public Transport in the South West ............................................................................. 8
3.2
The Proposed Surface Alignment ................................................................................ 9
3.2.1
Impact on existing and future residents at Oran Park Town, Harrington Grove and
Harrington Park. ................................................................................................................. 9
3.2.2
Impact on Oran Park Masterplan ........................................................................ 13
3.2.3
Impact on Land & Housing Supply ..................................................................... 14
3.2.4
Physical Constraints ........................................................................................... 15
3.2.5
Claims arising from land acquisition ................................................................... 16
3.3
A Surface Alignment north of Oran Park .................................................................... 18
3.4
Provision of a Y-Link at Bringelly ............................................................................... 19
3.5
An Alternative Underground Alignment ...................................................................... 19
3.5.1
Method of Tunnel Construction & Design ........................................................... 20
3.5.2
Geology.............................................................................................................. 21
3.5.3
Structural Integrity of Existing Buildings .............................................................. 21
3.5.4
Operational Noise & Vibration ............................................................................ 23
3.5.5
Construction Noise & Vibration ........................................................................... 24
3.5.6
Ventilation .......................................................................................................... 24
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
1
4
3.6
Comparative Benefits ................................................................................................ 24
3.7
Comparative Cost Estimates ..................................................................................... 25
3.8
A Special Case for a Small Number of Residents ...................................................... 26
3.9
Need for a Quick Decision ......................................................................................... 28
3.10
Preservation of an Underground Alignment ............................................................... 29
Conclusion ....................................................................................................................... 30
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
2
1 Submission in Summary
The NSW Government’s SWRL Extension initiative, to extend the South West Rail line from
Leppington through the future Badgerys Creek Airport to the existing Western line at St Marys
and a line to Oran Park/ Narellan is a fundamentally significant infrastructure project that will
stimulate extensive public investment in South West Sydney. Greenfields Development
Company (‘GDC’) are supportive of this initiative to provide a high quality transport infrastructure
delivery for the residents of south west Sydney.
GDC, however, does not believe that a section of Transport for NSW’s proposed surface
alignment corridor as outlined in the Discussion Paper (‘the Surface Alignment’) is the appropriate
response to providing a rail service from Bringelly to Narellan. We say this for the following
reasons:

The nature and extent of impact on existing and future residents at Oran Park Town,
Harrington Grove and Harrington Park.

The amount of compensation arising from land acquisition for the alignment.

Its impact on the Oran Park Town Masterplan.

Its impact on Land Supply and the subsequent flow of housing stock.

The range of physical constraints along the alignment.
For land north of Oran Park Town, GDC is able and willing to work with Transport for NSW and
the NSW Government to integrate planning and delivery of a suitably located surface alignment
as part of the Masterplanning/Precinct Planning for these future urban areas in the South-West
Priority Growth Area. GDC also believes that provision needs to be made for a ‘Y-Link’ at the southern
section interface with the future Leppington to Bringelly rail corridor.
Should the NSW Government and the wider community wish to extend a train service beyond
Oran Park Town Centre to Narellan, GDC believes this can only be achieved by way of an
underground rail line through Oran Park and Harrington Grove/Harrington Park. Any
underground rail line must address all potential impacts on existing and future residents which
we believe is achievable.
GDC has investigated, at high-level, an alternative and part underground alignment through and
south of Oran Park which minimises the number of existing and future homes above it (‘the
Underground Alignment’). This Underground Alignment is a suggestion from GDC as part of its
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
3
submission – ultimately it will be the decision of the NSW Government if and how the SWRL
Extension proceeds.
Preliminary geotechnical and rail engineering assessments undertaken on behalf of GDC
indicate the underground alignment to be feasible with impacts such as noise & vibration,
structural impacts, ventilation & egress requirements manageable. GDC believes the
Underground Alignment would provide the following benefits over and above the Surface
Alignment:

A reduced impact on residents. GDC estimates that the Surface Alignment would impact
256 residential properties, in comparison to 81 properties being above the Underground
Alignment.

It can be readily incorporated into and in fact ‘value-add’ to the existing Oran Park
Masterplan.

After taking into account the estimated amount of compensation payable for acquisition
of the Surface Alignment (in the order of $300 million) GDC believes the Underground
Alignment would be cheaper.

Offer operational benefits with shorter run times and flatter gradients for trains.
If the NSW Government decide to extend a train service beyond Oran Park Town Centre to
Narellan as an underground alignment GDC would also be requesting it to initiate a separate and
additional compensation procedure for a specific group of landowners for any decrease in
property values. This would be to those landowners not having the benefit of purchasing their
land and building homes in the knowledge of any plans for an underground alignment.
Underpinning all of the above is the need to make an expedited decision on corridor preservation
to remove continuing uncertainty in the community over the situation and prevent the stalling of
housing supply.
The above points are discussed in detail in the following part of this submission.
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
4
2 Introduction
Thank you for the opportunity to make submissions as part of the public consultation process.
The purpose of this document is to outline the response of Greenfields Development Company
(GDC) to the proposed Preservation Corridor for the Southern Section of the SWRL Extension,
as outlined in the Transport for NSW Discussion Paper dated June 2015. GDC, developer at
Oran Park Town, represents the landowner Leppington Pastoral Company (‘LPC’), the largest
single landowner in the Southern Section of the Preservation Corridor and containing
approximately two-thirds of the Corridor between Bringelly and Narellan. This document should
be read in conjunction with the following supporting plans and reports detailed in Tables 1 and 2
below.
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
5
Table 1 - Plans
Plan Title
Prepared By
Reference no.
SWRL Extension – Comparison of
Design+Planning
GRDOP-1-002 Revision C
GDC
Design+Planning
GRDOP-1-017 Revision A
South West Rail Link Social Impact
Design+Planning
GRDOP-1-005 Revision C
Design+Planning
GRDOP-1-005 Revision A
Parsons Brinckerhoff
2269595A-RA-007 Rev A&
Surface
&
Underground
Alignments
SWRL
Extension
–
Suggested Alignment
Plan
South West Rail Link Conflict Plan
& Commentary
Rail Geometry – Consultation &
Alternative Alignment Sheets 1 & 2
2269595A-RA-008 Rev A
Rail Geometry – Vertical Surface
Parsons Brinckerhoff
2269595A-RA-001 Rev A&
Alignment Sheets 1 & 2
2269595A-RA-002 Rev A
Rail
Geometry
–
Vertical
Parsons Brinckerhoff
2269595A-RA-005 Rev A&
Alternative Alignment (inc Tunnel)
2269595A-RA-006 Rev A
Sheets 1 & 2
Graphical
Section
Geotechnical
–
inferred
Long
Parsons Brinckerhoff
Dated July 2015
Geological
Model
South West Rail Link Extension –
Oran Park
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
6
Table 2 - Reports
Report Title
Prepared By
Reference no.
&
Parsons Brinckerhoff
2269590-PLA-REP-001 Rev C
Technical Memorandum - Noise
Parsons Brinckerhoff
ACG1511500
Engineering
Report
–
Civil
Structures
modelling rail noise impacts on
Oran Park Development
GDC has also undertaken its own community engagement process on the Transport for NSW
proposal and GDC’s position. This included:

A general information night on 16 June 2015 which was attended by about 400 people
from Oran Park and the wider community.

Information sessions on 7th & 9th July 2015 for Oran Park residents in the vicinity of the
Transport for NSW proposed surface alignment and GDC’s suggested alternative
underground alignment prepared on preliminary information of the options, which has
been subsequently refined.

Numerous meetings with and responding to enquiries from individual landowners about
their specific circumstances.

Information on our website oranparktown.com.au, including frequently asked questions
and updates.
This engagement has assisted us in better understanding our residents’ issues and informing
this submission.
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
7
3 Submission in Detail
3.1 Public Transport in the South West
Over 300,000 new residents are expected to move into the South West Priority Growth Area over
the next 30 years. There is a clear need to support this unprecedented population growth with
jobs, social infrastructure such as schools and hospitals and transport infrastructure – including
public transport.
GDC supports the NSW Government initiative, as part of implementing the NSW Long Term
Masterplan, to preserve public transport corridors so that transport options can be delivered in
the future. Key opportunities that this Corridor Preservation is capable of delivering include:

Providing a direct link to the Broader Western Sydney Employment Area including the
Western Sydney Airport, which is expected to generate an additional 57,000 jobs in the
next 30 years and over 200,000 jobs when fully developed.

Quality public transport connection to dedicated employment area in the future growth
areas of Bringelly, North Bringelly and Leppington Major Centre.

Enhanced access to other regional centres.

Significantly reducing traffic congestion.

Delivery of centres based railway stations, such as in the Oran Park and Narellan Town
Centres and commuter based railway stations.
Whilst acknowledging these benefits, Corridor Preservation for long term planning to deliver this
key infrastructure must be mindful of its potential impacts – social, physical, environmental and
economic. GDC will remain supportive so long as these impacts can be addressed.
It is within this context that GDC believes that the proposed surface alignment corridor through
Oran Park will have unacceptable impacts on Oran Park Town and the adjoining areas of
Harrington Grove and Harrington Park.
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
8
3.2 The Proposed Surface Alignment
GDC does not support the Transport for NSW proposed Surface Alignment for the section
through Oran Park. The reasons for not supporting the Surface Alignment fall under the following
headings:

Impact on existing and future residents at Oran Park Town, Harrington Grove and
Harrington Park.

Impact on the Oran Park Town Masterplan.

Impact on Land & Housing Supply.

Physical constraints along the alignment.

Claims arising from land acquisition.
These are discussed separately below:
3.2.1
Impact on existing and future residents at Oran Park Town, Harrington Grove and
Harrington Park.
GDC has undertaken an analysis of the extent of acquisition/demolition of properties attributable
to preservation of a corridor for the proposed Surface Alignment and the alternative Underground
Alignment. This analysis is based on existing homes, completed lots and development activity
to which both GDC and the developers of Harrington Grove i.e. Harrington Estates is already
committed to deliver up to December 2016 – the likely earliest time at which any formal legal
status for corridor preservation would come into force.
The Plan at Attachment 1 - SWRL Extension – Comparison of Surface & Underground
Alignments, depicts this analysis of properties impacted by both the proposed Surface
Alignment and the GDC alternative Underground Alignment.
Attachment 2 – Rail Geometry – Vertical Surface Alignment depicts a vertical long section for
the Surface Alignment as determined by Parsons Brinckerhoff. In summary there are 256
properties directly impacted by either being within the physical Surface Alignment or indirectly
impacted as a result of becoming land-locked or having no feasible access. This comprises
properties which have existing homes, completed lots with homes under construction now or in
the near future, or lots currently committed to development that will either be registered lots or
have dwellings on them by the time a decision on the Proposed Rail Corridor is expected to be
made. In addition the approved 100 bed Chesalon Retirement Village High Care Facility site
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
9
and 45 additional Independent Living Units would be directly and indirectly impacted by the
alignment. GDC has been advised by Anglicare, developers and operators of Chesalon Living,
that the operation and financially viability of the Retirement Village would be detrimentally
affected by the alignment and be subject to acquisition. Table 3 below provides a breakdown of
properties directly and indirectly affected by the proposed Surface Alignment.
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
10
Table 3 – Properties affected by Surface Alignment
Number of Dwellings for Probable Acquisition
Location
Existing Homes
Completed Lots
Lots/Dwellings Under
Development
Direct
Indirect
Direct
Indirect
Direct
Impact
Impact
Impact
Impact
Impact
7
2
Indirect Impact
ORAN PARK
 Tranche 9
 Tranche 9 Medium
Density

29
4
29
16
(Lot 9195 DP 115
3075)
 Chesalon Village
100 bed facility
 Tranche 31
98
5
 Tranche 30
14
1
27
1
9
4
41
2
165
29 +
HARRINGTON
GROVE
HARRINGTON PARK
10
TOTALS
17
2
100 bed facility
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
11
Putting aside the amount of compensation that this would attract (discussed at Section 3.2.2
below), the level of social impact to property owners of having this extent of properties acquired
– particularly in circumstances here of recently purchased land and constructed homes – is
considered to be an unacceptable level of impact.
In comparison, the alternate Underground Alignment minimises the number of residential
properties above it. There would be 81 residential properties above the Underground Alignment
with very minimal effect on any of these houses and properties. Table 4 below provides a
breakdown of properties above the alternate Underground Alignment.
Table 4 – Properties above Underground Alignment
Number of Dwellings & Lots above Underground Alignment
Location
Existing Homes
Completed Lots
Lots/Dwellings Under
Development
ORAN PARK
 Display Village
4
 Display Village

20
Medium Density
 Tranche 3
38
 Tranche 6
19
HARRINGTON GROVE
TOTALS
38
4
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
39
12
3.2.2
Impact on Oran Park Masterplan
At the time when the Masterplan for Oran Park Town was being prepared, the NSW Government
was not supportive of having a rail service to Oran Park and Narellan. Consequently the
Masterplan was prepared and was being implemented on the basis of this position.
The Masterplan has been carefully prepared to work towards a high quality urban environment
with attractive residential streetscapes and well-connected, walkable neighbourhoods. We
believe that trying now to retrofit a surface rail alignment into a Town, which has and continues
to develop rapidly, can only produce poorer urban design, social and environmental outcomes to
that which was envisaged.
The Plans at Attachment 3 – South West Rail Link Social Impact Plan and Conflict Plan &
Commentary demonstrate particular issues of concern from a Masterplanning perspective. In
summary:

It severely impacts on the future Pondicherry Lakes area as a ‘destination place’ for
resident recreation, its viability as a ‘dual purpose’ i.e. water cycle and recreation facility
and as a drawcard for Oran Park and the future Marylands Precinct.

It severs the Anthony Creek, Central Creek and Kolumbo Creek green corridors which
serve as both environmental and access movement (pedestrian and cycle) corridors
between future residential areas, the Town Centre and further east to the South Creek
corridor. The Central Creek corridor in particular is a strategically significant corridor
linking the Town Centre to the future Pondicherry Lake recreation areas and Playing
Fields.

It’s impact on the functionality of Oran Park’s Town Centre by either disconnecting or
limiting existing and planned vehicle, cycle and pedestrian linkages.

Conflict points with major sub-regional road intersections.

An inevitable level of disconnect from both community and accessibility perspectives
between residential areas on either side of the surface alignment.

The visual impact on streetscapes from the rail infrastructure and associated cuttings,
acoustic barriers etc.
Put simply, GDC believes it is just too late to try and construct the Surface Alignment without
having a significant detrimental impact on the Masterplan. In comparison the suggested
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
13
alternative Underground Alignment will protect the integrity of the Masterplan and enhance the
functionality of the Town Centre.
3.2.3
Impact on Land & Housing Supply
Greenfield release areas in south-western Sydney continue to be a significant contributor to
Sydney’s housing supply. This is evidenced by Sydney Region lot registration and dwelling
completion statistics.
GDC is a major contributor to land supply in south-western Sydney. In the Oran Park context,
record sales of 1255 residential lots was achieved by the project for the 2014 calendar year. The
current land release program for Oran Park Town aims to deliver 1,500 lots to the market for the
2015 calendar year. To achieve this, GDC has made a decision to continue executing its land
development program for Oran Park Town, including land potentially impacted by part of the
Surface Alignment, to maintain land supply.
Based on a continuing of this strong level of demand the land development program for Oran
Park and LPC landholdings immediately to the north of Oran Park Town Centre is being planned
to deliver 1,000 dwellings over a 15 month period.
GDC has recently submitted a request to the Department of Planning & Environment to
commence the Precinct Planning process for that part of the adjoining Marylands Precinct owned
by LPC immediately to the north of Oran Park. Release of the land will seamlessly continue the
volume and certainty of land supply beyond Oran Park at minimal cost to Government. This would
see the delivery of at least 800 lots per year to the market from this area.
Planning for the zoned areas to the north of Oran Park Town Centre is absolutely dependent on
a decision on the rail corridor. The current circumstances and the estimated timeframe for a
decision on the corridor has the potential to cause a significant ‘hole’ in the continuity of land
supply. This is because the areas to the immediate north of Oran Park Town Centre i.e. north of
the future Dick Johnson Drive are the final remaining zoned areas of Oran Park to be planned
and developed. Cumulatively a lead-in time frame for concept design, Government Agency and
Service Authority negotiations, detailed subdivision and civil design, environmental reporting,
obtaining approvals, construction and final land registration can be up to 3 years. GDC has
commenced concept design for these areas but in order to seamlessly continue land supply
delivery once remaining areas currently under development are exhausted a determination on
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
14
the rail corridor needs to be quickly made. Every day a decision is delayed has an impact on the
GDC delivery program.
GDC believes that this impact on land supply can be avoided by adopting an Underground
Alignment through Oran Park which locates a Station Box on the western side of the Town Centre
and quickly determining a surface alignment to the north. North of the Station, the alignment may
not necessarily need to be GDC’s suggested alignment but must be underground south of the
Station. GDC is able to work with Transport for NSW and the NSW Government to integrate
planning
and
delivery
of
a
suitably
located
surface
alignment
as
part
of
the
Masterplanning/Precinct Planning for future urban areas north of Oran Park.
3.2.4
Physical Constraints
Whilst we accept that the proposed surface alignment is capable of being constructed, the
existing physical constraints along the alignment present significant challenges from a design
and cost perspective. These include:

Crossing the existing large waterbody north of Oran Park Town. A waterbody in the order
of 60,000sqm in surface area needs to be retained in this location to detain stormwater
from Oran Park Town. This would mean a very large, expensive and visually obtrusive
viaduct would need to be constructed over the waterbody.

Either bridging over the future Dick Johnson Drive and Peter Brock Drive or lifting these
road alignments to go over the rail line. These are very wide and major sub-region
connecting roads. Again this means very costly and visually obtrusive design solutions.

A bridge crossing is required over Kolumbo Creek.

A minimum of 2 additional bridge crossings over the Surface Alignment through the
Tranche 31 area (areas under development south of South Circuit and east of Oran Park
Drive) to maintain access to the external Collector Road network and internal to the
Tranche to access a future school and playing fields.

A major cutting in order to achieve a suitable rail gradient in the vicinity of the Oran Park
Town sign near the Dan Cleary Drive and Oran Park Drive intersection and through
Harrington Grove. We believe this would be in the order of 25-30 metres of cut at its
deepest point. It would also require the construction of a major bridge for Oran Park Drive
to span the cutting.

The alignment also crosses an area of endangered ecological community, Cumberland
Plain Woodland, located in Harrington Grove and intended to be retained and protected
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
15
in perpetuity. Over 8ha of native vegetation would be lost including over 7ha of
Cumberland Plain Woodland.
These physical constraints lead to higher construction costs. The alternative Underground
Alignment avoids these physical constraints.
3.2.5
Claims arising from land acquisition
GDC has undertaken an assessment of the estimated amount of future claims for compensation
attributable to the acquisition of property impacted by the proposed surface alignment in Oran
Park, except for Chesalon Village.
GDC has been advised by Anglicare, developers and operators of Chesalon Living, that the
future compensation claim it would be making as a result of the Surface Alignment would be in
the order of $130 million. GDC has also been advised by Harrington Estates, developers of
Harrington Grove and Harrington Park, that its estimation of future claims arising from acquisition
in these estates would be $58.9 million. Table 5 below provides a breakdown of the future claims
assessment.
The assessment estimates the amount of future claims attributable to the acquisition of the
proposed Surface Alignment to be in the order of $302 million.
In comparison, acquisition of a tunnel for the alternative Underground Alignment would not attract
claims for compensation unless damage occurs as a result of the construction or operation of the
tunnel, the surface of the overlying soil is disturbed or support of that surface is destroyed or
injuriously affected by the tunnel construction (s62 NSW Land Acquisition (Just Terms
Compensation) Act 1991).
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
16
Table 5 – Estimate of Future Claims attributable to Proposed Surface Alignment Acquisition
Number of Dwellings for Probable
Acquisition
Location
Existing
Completed
Homes
Lots
Lots/Dwellings
Total
Under
Development
Estimated
Total
Future Claim per
Homes
dwelling
& Lots
ORAN PARK
 Tranche 9
9
 Tranche
9
$750,000
$6,750,000
33
33
$550,000
$18,150,000
103
103
$750,000
$77,250,000
15
$750,000
$11,250,000
9
Medium
Density

(Lot 9195 DP
115 3075)
 Tranche 31
 Tranche 30
15

Sub-Total
$113,400,000
HARRINGTON
GROVE &
Future claim as advised by Harrington Estates
$58,900,000
Future claim as advised by Anglicare
$130,000,000
HARRINGTON
PARK
CHESALON
VILLAGE
TOTAL
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
$302,300,000
17
3.3 A Surface Alignment north of Oran Park
Whilst the land to the north of Oran Park Town is part of the South West Priority Growth Area
and will be developed in the future, detailed planning has not yet commenced. GDC has the
development rights over the majority of this area. Because a Masterplan is yet to be finalised
here, as opposed to the situation in Oran Park, GDC has the capability of working with Transport
for NSW to determine a surface alignment in this area and successfully integrate a future rail
corridor and future Marylands Station into the surrounding urban areas as well as set aside a
residual parcel for the future Oran Park Station site, with a temporary land use in place until such
time as construction commences. In addition this approach presents an opportunity to minimise
‘upfront’ cash compensation outlay from Government for corridor acquisition to the north of Oran
Park by offsetting this value against future State Infrastructure Contribution levies that would
apply to the area.
In saying this, we believe the future alignment should provide for a train station location at Oran
Park on the western side of Oran Park Town Centre at Oran Park Drive, not on its eastern edge
as is currently proposed. This would allow:

An underground train station in the heart of the Oran Park Town Centre, at its most active
edge and close to retail and medical facilities.

A more prominent location for bus routes and a supporting passenger intermodal, being
at the converging of 3 future major roads i.e. Oran Park Drive, Peter Brock Drive and the
future Dick Johnson Drive.

A station location sleeved by existing and future commercial development.

A station more centrally located to Oran Park walking catchments and the 2 existing high
school sites.
Placing the train station at the eastern edge of the Town Centre would mean it would be adjoined
on one side at street level by future housing. It is less central to Oran Park town and is some
400m from Oran Park Drive – a future major north-south link road.
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
18
3.4 Provision of a Y-Link at Bringelly
GDC believes that provision needs to be made for a ‘Y-Link’ at the southern section interface
with the future Leppington to Bringelly rail corridor. We understand this has not been included as
part of the Rail Corridor Proposal as its focus is on transport connections to the Second Sydney
Airport and Western Sydney Employment Area rather than Sydney City.
During our information sessions on 16 June, 7th July and 9th July a number of residents
questioned the non-inclusion of a Y-Link. Some also indicated that they currently travel to
Leppington Station for City journeys to and from work. GDC believes that provision for a Y-Link
would influence the decision of existing/ future Oran Park and surrounding residents to utilise the
proposed rail extension.
From a long term planning perspective Greenfields believes that provision for the Y-Link should
be made now in the interests of protecting the option for a future rail service from Narellan and
Oran Park directly travelling to Glenfield and the City via East Hill or Liverpool lines.
3.5 An Alternative Underground Alignment
If the NSW Government does decide that it wishes to preserve a rail corridor further south from
Oran Park Town to Narellan, GDC believes the only practical way to achieve this is with an
underground alignment.
An underground alignment will not require the acquisition and demolition of houses and will
protect the integrity of the Oran Park Masterplan. Having said this GDC will only support an
underground alignment which adequately addresses the amenity of existing and future homes
along with any loss of value for existing homes. If this cannot be achieved then GDC will not
support an extension to Narellan, and suggest that the line stop at Oran Park Town Centre.
GDC has investigated, at high-level, an alternative and part underground alignment through and
south of Oran Park which minimises the number of existing and future homes above it (‘the
Underground Alignment’). This Underground Alignment is a suggestion from GDC as part of its
submission – ultimately it will be the decision of the NSW Government if and how the SWRL
Extension proceeds.
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
19
The horizontal alignment is shown in the Plan at Attachment 4 – SWRL Extension – GDC
Suggested Alignment, with the Plan at Attachment 1 – SWRL Extension – Comparison of Surface
& Underground Alignments showing the number of properties above the alignment. The vertical
alignment is shown in the Plans at Attachment 5 - Rail Geometry – Vertical Alternative Alignment
(inc Tunnel) Sheets 1 & 2.
In summary, from north to south the Underground Alignment commences once Anthony Creek
is traversed, entering a tunnel and traveling towards a below-ground Station on the western side
of Oran Park Drive at Oran Park Town Centre. The tunnel then continues in a south-westerly
direction, under existing residential and future open space and residential areas in Oran Park.
From here it continues under Dan Cleary Drive, Harrington Reserve and The Northern Road
before exiting on the southern side of the Oran Park West Spine Road and integrating with the
Transport for NSW Surface Alignment to Narellan Station. The rail line gradients adopted comply
with Transport for NSW passenger line requirements.
The depth of the alignment under residential area is between 36m and 50m to the rail line.
GDC believes the depth is important as it achieves Transport for NSW’s desirable grade
criteria, is deep enough to address residents’ concerns and ensure the tunnel is in stable
ground conditions.
As shown by the Plan at Attachment 1 and as detailed in Table 4 at Section 3.2.1 of this
Submission the Underground Alignment is below 38 properties where homes have already been
built and will be below a further 4 completed Lots and 39 Lots committed to development (total of 81
properties).
GDC has sought and obtained Geotechnical and Rail Design advice from specialist consultants
to test the feasibility of the Underground Alignment. This advice is contained in the Report at
Attachment 6 –Engineering Report- Civil & Structures by Parsons Brinckerhoff. This advice is
high level for decision making purposes. Transport for NSW will have to verify these findings
and undertake further extensive investigation and public consultation (as it would in
progressing its surface alignment) as part of moving forward. A summary of the key elements
of the advice is provided below.
3.5.1
Method of Tunnel Construction & Design
Based on advice from Parsons Brinckerhoff, there are 2 methods by which the tunnel could be
excavated – Roadheader Excavation of Tunnel Boring Machine (‘TBM’). A Roadheader
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
20
excavation is likely to be the preferred method as it generates less spoil and construction noise
& vibration and is suitable for the class of rock at the vertical design level. Parsons Brinckerhoff
also advise that it is likely to be a single tunnel, refer to Figure 4.3 in the Report at Attachment 6
showing a cross-section diagram of a single tunnel excavated by a Roadheader machine.
3.5.2
Geology
Geotechnical testing undertaken indicates that tunnel construction at these depths under
residential areas will be through Bringelly Shale rock, a relatively competent class II shale rock
presenting generally stable conditions. A weaker weathered rock is encountered at the tunnel
portals, where the rail corridor enters and exits the tunnel. This would require additional structural
measures to stabilise and secure the surrounding rock. The tunnel underneath existing and
proposed residential areas would be through the stable Bringelly Shale rock structure and be
well clear of these areas. Attachment 7 to this Submission is a Geotechnical Profile showing the
tunnel location in respect to the rock strata.
3.5.3
Structural Integrity of Existing Buildings
A degree of natural movement occurs in residential lots due to expansion and contraction of soils.
The amount of expansion and contraction is classified by the site classification for each
residential lot, with houses designed to meet minimum movement criteria for the relevant
classification. Site classification assessments are undertaken for every residential lot at Oran
Park at the time of subdivision development, these are available on request. These classifications
inform the footing and slab designs for new homes to ensure their structural integrity.
Table 6 below sets out the maximum settlement induced for both Roadheader Excavation and TBM
tunnelling methods for the rail line depths under existing homes of between 36m and 50m. The amount
of settlement decreases the further away from the tunnel centreline and depth.
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
21
Table 6 – Maximum Settlement – Roadheader and TBM Tunnel Excavation
Excavation Method
Depth to Rail Line
Maximum Settlement
Roadheader
36m
18mm
50m
13mm
36m
15mm
50m
11mm
TBM
Geotechnical Site Classifications for the 38 existing homes above the underground corridor
comprises 3 Class S Lots, 22 Class M Lots and 13 Class H Lots. Table 7 below sets out the
range of surface changes that may be encountered for these Lot classifications.
Table 7 – Site Classifications for Existing Homes above the Underground Corridor
Site Classification from AS 2870
Predicted Ground Movement
S – Slightly Reactive
0-20mm
M – Moderately Reactive
20-40mm
H – Highly Reactive
40-75mm
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
22
In other words, footing and slab designs for Class S Lots allow for at least 20mm ground
movement, with footing and slab designs for Class M and Class H Lots allowing for at least 40mm
and 75mm of ground movement respectively. A structural engineer in designing the footings and
slab for a house on these lots would do so allowing for at least the above movement. This means
that for the majority of the lots the houses have been designed for at least 40mm-75mm of ground
movement. Accordingly the degree of ground settlement caused by tunnel construction,
whichever method, is considerably less than the predicted amount of ground movement for
existing residential lots for which the houses would be designed to withstand.
Parsons Brinckerhoff have undertaken a detailed Level 2 Building Damage Assessment for
existing homes above the Underground Alignment as part of their Report. That Assessment
concluded that the Underground Alignment will not impact on any currently existing residential
buildings during the construction of the tunnel.
3.5.4
Operational Noise & Vibration
The Underground Alignment
After the tunnel is built and a train service operating, the depth of the rail line under existing
homes is between 36m-50m. Parsons Brinckerhoff advise that the minimum level required to
limit operational ground-borne noise and vibration to within both day-time and night-time
allowable limits for existing homes above is 23m to rail track level. These depths are well in
excess of the minimum required. Vibration levels at the surface are predicted to be less than
0.10mm/sec, with the associated degree of perception being “not felt”.
The Surface Alignment
For comparison, GDC has commissioned noise modelling of rail noise impacts for the Surface
Alignment. This is provided at Attachment 8 - Rail Noise Impacts – Surface Alignment to this
Submission. In summary, the modelling indicates that the operation of the Surface Alignment,
without significant mitigation measures such as acoustic barriers, would exceed the day, night,
and maximum trigger levels as specified in the NSW Rail Noise Infrastructure Guideline 2013 at
a number of noise sensitive receivers (residences).
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
23
3.5.5
Construction Noise & Vibration
Parsons Brinckerhoff advise that proposed tunnel depths under existing homes would be
sufficient to limit ground borne construction noise and vibration from Roadheader excavation on
buildings above to within both day-time and night-time allowable limits. TBM excavation, although
quicker than using a Roadheader excavation, would exceed allowable limits for night time,
meaning that TBM excavation should only occur during day-time. We note that the construction
process under each house would be for a limited time period only.
3.5.6
Ventilation
Parsons Brinckerhoff advise that for tunnel ventilation no mid-tunnel shafts are required. Tunnel
ventilation will be achieved by natural ventilation through the movement of trains and resulting
tunnel air flows, draught relief shafts provided close to Stations to relieve tunnel pressures,
provide natural air exchange and limit air velocities prior to the train entering the station, Over
Track Exhaust for smoke control during emergency operation and to assist Station comfort and
Tunnel Ventilation Fans for use during tunnel congestion and emergency operating modes, as
well as normal operation as required.
In respect to fire egress or emergency intervention, Parsons Brinckerhoff advise that mid-tunnel
shafts have not been required on recent rail projects in NSW for tunnels up to approximately 5km
in length. If required, a tunnel emergency egress shaft could be suitably located in large open
space areas along the underground route.
3.6 Comparative Benefits
GDC believes that the Underground Alignment can offer the following benefits in comparison to
the Surface Alignment:

It will have a reduced impact on residents. As detailed at Section 3.2.1 of this submission,
GDC estimates that the Surface Alignment would impact 256 residential properties, in
comparison to 81 properties being above the Underground Alignment. It would not require
the demolition and acquisition of properties at surface level to construct.

It can be readily incorporated into and would ‘value-add’ to the existing Oran Park
Masterplan. The Underground Alignment has no impact on the delivery of urban design,
social and environmental outcomes as envisaged by the Masterplan and residents
expectations. As detailed in Section 3.2.2 of the Submission, the Surface Alignment
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
24
impacts are significant, detrimental and not in keeping with the Community’s
expectations.

After taking into account the estimated amount of compensation payable for acquisition
of the Surface Alignment (in the order of $300 million – see Section 3.2.3 of this
Submission) and high level construction cost comparisons (see Section 3.7 of this
Submission) GDC believes the Underground Alignment would be cheaper.

The Underground Alignment would offer operational benefits. These would include:

A shorter run length (approx. 400m), resulting in 15 seconds quicker travel time.
Whilst this is a minor saving for individual train journeys, it is more significant in
terms of operational time tabling over the longer term.

Improved grades i.e. the rail line overall would be not as steep as the proposed
surface alignment.

With the train station centrally located in the Town Centre it would provide improved
access for residents.
3.7 Comparative Cost Estimates
Parsons Brinckerhoff have provided GDC with high level direct cost estimates for excavation of
both alignments. As detailed at Section 3.2.3 of this Submission GDC has also undertaken work
to estimate the amount of future acquisition claims for property impacted by the surface alignment
in Oran Park Town, with Anglicare and Harrington Estates advising on estimated acquisition
claims for Chesalon Living, Harrington Grove and Harrington Park.
The high level direct cost estimates have been undertaken for both the Surface Alignment and
the suggested Underground Alignment based on a 2 track rail design. For completeness and in
the interests of providing a fair comparison, direct cost estimates based on 4 rail tracks has also
been undertaken. This is because slot excavation for the Surface Alignment would be likely to
be done as part of initial construction works to future-proof for this option.
In respect to future acquisition claims, this is estimated this to be in the order of $302 million.
The high level cost comparisons are presented in Table 8 below:
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
25
Table 8: High Level Cost Comparison of Alignment Options
Alignment
Description
Cost Estimate (A$ million)
Option
Surface Alignment
2 Tracks
4 Tracks
345
685
302
302
647
987
558
950
Construction (excludes rail works, M&E and
FL&S costs)
Future Acquisition Claims
Total
Underground Alignment
Construction (excludes rail works, M&E and
FL&S costs)
In addition to this, the Surface Alignment will also need to allow for the costs of noise attenuation
treatments and land acquisition & environmental offsets in Harrington Reserve that has not been
included in this assessment.
Based on the above Greenfields believes the proposed underground alignment would be
cheaper to construct than the Transport for NSW surface alignment once compensation for
acquisition requirements is taken into account.
3.8 A Special Case for a Small Number of Residents
No person should be disadvantaged as a result of a Government decision on public
infrastructure. GDC believes that in considering an underground alignment the Government also
needs to consider the possible loss of value for existing homes.
GDC believes it has minimised this issue for the Government by proactively managing the
expectations of future home owners so that their purchasing decision has already factored the
possibility of an underground alignment.
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
26
Each prospective purchaser, or builder holding an option over any of these lots, has received a
disclosure clause regarding the Underground Alignment as part of their contract from GDC.
Builders holding options will be able to pass this disclosure on to their nominated purchaser.
Each purchaser or option holder has been offered the opportunity to rescind their contract or
reservation deposit in light of the Underground Alignment suggestion. Where purchasers have
decided not to proceed, those lots have been resold to new purchasers on the complete
understanding of the underground alignment and possible depths.
Unfortunately the same opportunity cannot be provided those owners with existing homes above
the suggested Underground Alignment. This comprises 38 existing homes in Ambrose Street,
Horsley Circuit, Tander Street, The Straight, South Circuit and Peck Close at Oran Park. These
owners have not had the benefit of purchasing their land and building homes in the knowledge
of any plans for the SWRL Extension to inform their decision making.
The Governments current practice is not to review property values when constructing
underground tunnels. We believe that a limited special case should be made in this circumstance.
Should the NSW Government decide to extend a train service beyond Oran Park Town Centre
to Narellan as an underground alignment GDC believes landowners, such as the owners of the
38 properties referred to above, should not be at a disadvantage to other purchasers who
purchased in the knowledge of an underground alignment. Apart from current compensation
provisions for any surface damage incurred from constructing an underground alignment (which
would equally apply to all landowners above the alignment) GDC requests the support of the
NSW Government to initiate a separate and additional compensation procedure for this specific
group of landowners. This could work along the following lines:

On adoption of an underground alignment the NSW Government would appoint an
independent valuer to (i) determine the values of the relevant properties as if there were
no tunnel existing or proposed (‘before valuations’) and (ii) determine the values of the
relevant properties as a consequence of the corridor being adopted (‘after valuations’).
The after valuations would also take into account any uplift in value from having a train
station in the locality.

Any notional loss in property values i.e. the negative difference between the before and
after valuations would be the amount of compensation payable.
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
27
In submitting this, GDC acknowledges that the Underground Alignment is a suggestion only as
part of this Submission. It will be the decision of the NSW Government if and how the SWRL
Extension proceeds.
3.9 Need for a Quick Decision
It is understood that a decision from the NSW Government on the preservation corridor is not
expected until Mid-2016. Greenfields is requesting the Government to expedite a decision on the
corridor because of the impact the continuing level of uncertainty is having on land supply and
on residents.
The impacts on land supply are detailed at Section 3.2.4 of this Submission.
From our residents’ information nights and meetings, GDC has gained a level of understanding
of their views about the corridor preservation process and the anticipated decision making
timeframe. A number have expressed the view of being in a period of ‘limbo’, not knowing if and
how they will be affected and whether they should stay, build or sell. In some cases GDC
understands it has led to some owners now experiencing difficulty in borrowing funds to build
due to the uncertainty of the current situation. It is apparent to GDC that reaching a decision
sooner than anticipated will assist in minimising the period of uncertainty and the associated
issues for residents.
Based on the above GDC requests:

That a quick decision be made on a preservation corridor south of Oran Park Town Centre
and up to 1.5km north of the Town Centre. As per this Submission GDC requests for this
to be an underground corridor south of Oran Park Town Centre.

Further north of the Oran Park Town Centre, that Transport for NSW agrees to work with
GDC to integrate corridor preservation with Masterplanning for future urban development.
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
28
3.10 Preservation of an Underground Alignment
Should the NSW Government decide to extend a train service beyond Oran Park Town Centre
to Narellan as an underground alignment GDC supports the identification and preservation of the
horizontal alignment to lessen the uncertainty for existing and future residents about its location
through Oran Park. GDC has provided a suggested horizontal and vertical alignment, but
understands that further detailed and extensive investigations would be required in developing
and delivering a specific project for construction and operation. As it would be necessary to
acquire, vertically below ground, rights over affected properties to construct a tunnel it may not
be appropriate until such time as a specific project has been prepared and determined to identify
and acquire the stratum in which the tunnel would be constructed. Having said this GDC believes
that the depth of the rail line under homes needs to be at least that shown in the suggested
Underground Alignment.
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
29
4 Conclusion
As detailed by this Submission, GDC is very supportive of the NSW Government’s SWRL
Extension initiative to provide a high quality transport infrastructure delivery for the residents of
south west Sydney. GDC however does not believe that a section of the proposed Surface
Alignment corridor is the appropriate response to providing a rail service from Bringelly to
Narellan. For this section, GDC believes this can only be achieved by way of an underground rail
line.
For land north of Oran Park Town, GDC is willing to work with Transport for NSW and the NSW
Government to integrate planning and delivery of a suitably located surface alignment. GDC also
believes that provision needs to be made for a ‘Y-Link’ at the southern section interface with the
future Leppington to Bringelly rail corridor.
High-level investigations of an alternative and part underground alignment presented in this
Submission have determined it to be feasible and provide the following benefits over and above
the proposed Surface Alignment:

Less impacts on existing and future residents.

It can be readily incorporated into and ‘value-add’ to the existing Oran Park Masterplan.

It provides improved operational efficiencies due its shorter length and improved rail
grades.

It would be a cheaper option after taking into account the estimated amount of future
claims from acquisition of the Surface Alignment.

It offers operational benefits with shorter run times and flatter gradients for trains.
Should the Underground Alignment be supported we also request the NSW Government’s
support to initiate a separate and additional compensation procedure dealing with any potential
loss of property value for a small group of owners of existing homes.
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
30
Underpinning all of the above is the need to make a quick decision on corridor preservation to
remove continuing uncertainty in the community over the situation and prevent the stalling of
housing supply.
GDC would welcome the opportunity to discuss this Submission and explore options further.
Should you have any questions do not hesitate to contact me.
Yours Sincerely,
Mick Owens
General Manager – Property
Greenfields Development Company
7 August 2015
Greenfields Development Company
Submission to Transport for NSW – South West Rail Link Extension
31