1990: Train Skipping

In 2024, one may find that a timetable service may not stop at your station or you are on the train and then find out that the service will not stop at your destination.

Sometimes on the T4 line, a South Coast Line service that is meant to terminate at either Martin Place or Bondi Junction ends up terminating at the interurban platforms at Central forcing "all out, all change".

Usually, this happens when a train is delayed. It is done to assist in maintaining on-time running or to aid in getting the broader timetable on time following a major delay, e.g., signal failure.

In 1990, The Sunday Telegraph interviewed Rob Schwarzer (CityRail Chief) about the situation after NSW Shadow Transport Minister Brian Langton (ALP, Kogarah) had revealed to Parliament the previous week that drivers had been ordered to skip stations. He cited one example where a train from Sutherland bound for the city skipped 14 stations. The driver was directed to run it express to Redfern. Langton himself was a regular rail commuter.

Source: Grimshaw, P. 1990. "Trains told to skip stations". The Daily Telegraph Mirror, November 29: 1 & 4.

The interview gave us answers. Schwarzer was asked whether or not train skipping was acceptable. He responded with "it is a standard operating practice" and that is necessary to do so. Either cancel the train and "get it out of the road" or return it to the regular timetable. Another element considered, according to Schwarzer, was whether there was a suitable alternate service after the now-altered service. Another question arose - What if commuters are already on the train and want to get off if stations were to be skipped? He stated it was "very rare" as stopping patterns were not generally changed once the run began. The second part of the interview focused on reforms to CityRail and even one question about a new North Shore line (likely a reference to what is now the Epping-Chatswood line, originally heavy rail, now a section of the M1 metro line). 

  

Source: Quinn, S. 1990. "Train Skipping". The Sunday Telegraph, December 2: 16-17.

What is the reality in 2024?

My introduction to this entry would sum up the reality. It does happen, but the concern is whether this will receive the same coverage in the media as in 1990? The state of the rail network was under scrutiny, particularly with job losses, ageing infrastructure, timetabling and overcrowding. Even today, there is scrutiny; though the challenges that face the network are more complex, some of the issues confronting the rail network in 1990 still linger. The question has to be asked - What do commuters value as most important to them when accessing Sydney Trains? 

As a commuter, it is annoying that trains sometimes skip stations, whether I am left stranded on the platform or forced to change trains to complete my journey.

Hopefully, this entry and article will make commuters aware of the situation, whether from the perspective of those operating our network or from a commuter's perspective.

East Circular Quay Redevelopment (Series): CML's 1990 Scheme

In part six of our series, focusing on the redevelopment of East Circular Quay, I am going to focus on 1989 and 1990 as Colonial Mutual Life (CML) undertook further acquisitions of buildings and sites on the block and proposed their plans to redevelop the site.

Last week, I posted this article from The Sydney Morning Herald from 1988 because it focused on why Unilever House was demolished. The article focused on CML acquiring Lend Lease House for $57 million, which adjoined Bennelong House, which it already owned.

 

Source: Sing, T. & Chancellor, J. 1988. "Space bonus for Quay block". The Sydney Morning Herald, June 7: 34.

In February 1989, it was reported in The Sydney Morning Herald that CML had purchased another three sites - Hope House, 35-37 Macquarie Street and Unilever Hotel Site. All purchases were undertaken separately and had cost CML $250 million.

Source: Chancellor, J. 1989. "The best block of land in the country cost only $250m". The Sydney Morning Herald, February 10: 1. 

Therefore, the purchases would extinguish the hotel that was to replace Unilever House and the Jedobo development next door. 

CML presented their plans to redevelop the now combined site that same year to Sydney City Council, though it would be the following year before the first plans were made public.

Source: Chancellor, J. 1990. "Controversial plan for Circular Quay East like a 'wingless 747'". The Sydney Morning Herald, October 24: 8. 

The plans were leaked to the public and were "likened to a wingless 747 about to hit the Opera House". The architect was Dino Burattini, the architect behind Melbourne's Rialto Towers and the State Bank Building (52 Martin Place) in Martin Place. The building would rise up to 30 storeys tall.

While that plan didn't get off the ground, CML Would unveil a more realistic scheme the following year, which will be the focus of the next entry in the series. However, next week, with the Royal Easter Show due to commence, I will spend two weeks looking at the 1999 Royal Easter Show as I turn back the clock a quarter of a century. 

Entries in this series

1. East Circular Quay Redevelopment (Series): The first apartment block proposal (1979)
2. East Circular Quay Redevelopment (Series): Opera Garden Centre Scheme (1984)
3. East Circular Quay Redevelopment (Series): Unilever House Hotel Conversion (1986)
4. East Circular Quay Redevelopment (Series): Opera Garden Centre Scheme Revisited (1986)
5. East Circular Quay Redevelopment (Series): Unilever House Hotel Conversion (1987)

1990: Old Fairfax Building demolition collapse

Source: Anon. 1990. "Building crashes on city workers". The Daily Telegraph, August 9: 1. 

Walking down Hunter Street in 2023, one may notice that the former Hunter Connection Office Building is being demolished as part of the new Hunter Street Metro Station construction. A new building will replace the 21-level/89-metre building from 1986.

Directly opposite is 20 Hunter Street, a 16-level office building constructed by Leda Holdings and completed in 1998. Initially, the tower was to have preserved the facades of the four buildings occupying the site, including the old Fairfax Building.

 

Source: Anon. 1990. Untitled. In Paul Pottinger and Jonathan Chancellor, "Rest of unsafe facade to come tumbling down", The Sydney Morning Herald, August 14 1990: 27. 

Just before 1pm on August 8 1990, scaffolding and brickwork from two buildings collapsed onto Hunter Street, injuring seven people. Given the magnitude of the damage, it is amazing that no one was killed, including one construction worker who fell twenty metres. The other six injured comprised of five pedestrians and a motorist. 

Below is coverage from The Daily Telegraph from 9 August 1990.

I have enlarged the photographs for your viewing.

This photograph shows which facades collapsed.  

After the collapse in 1990, the facades were demolished and not incorporated into the building that was built. 

Source: Pottinger, P. & Chancellor, J. 1990. "Rest of unsafe facade to come tumbling down". The Sydney Morning Herald, August 14:27.

Remember This? State Transit Authority Ad (1990)

Below is a 1990 newspaper advertisement by the State Transit Authority to promote the savings associated with taking public transport on the weekends.

Source: State Transit Authority. 1990. "Catch the huge savings on buses and ferries this weekend". The Daily Mirror: 39.

In August 1990, Iraq invaded Kuwait, which led to an increase in petrol prices to around 75 cents per litre which was high at the time. The Sydney Harbour Bridge toll has doubled to $3.00 on weekends, but at the time, the $1.50 toll was charged irrespective of the time travelled. 

A ferry trip from Manly to Circular Quay in 1990 cost $3.20 for adults, compared with $8.04 on an opal card or contactless payment in 2023. Note that there is a weekend daily cap of $8.40 for an opal meaning a return trip would cost 36 cents. 

In 1990, it cost $3.80 to travel by bus from Newport to the city and $2.40 from Coogee to the city. In 2023, the same trip from Newport to the city decreased by 27 cents to $3.53 as bus fares were previously subject to a flat fare with no off-peak discounts. However, the trip from Coogee to the city has increased just 35 cents to $2.75, but when adjusted for inflation, the same trip in real terms is cheaper than in 1990.

A few weeks after the advertisement was published, Cityrail also used high petrol prices to attract commuters to commute by train. A link is listed below.

Opal Fares are correct as of  9 January 2023. 

Related Entry

Remember This? CityRail Advertisement (1990)

Property Advert of the Week: Glenmore Park - First Release (1990)

I have posted two advertisements for land sales at Glenmore Park dating from 1992. This one is from 1990, when the first 110 lots in the suburb went on sale from $66 000.

Source NSW House and Land Corporation & Elders Finance Group Limited. 1990. "Glenmore Park" (Advertisement). The Daily Telegraph, February 17: 19.

Related Entries

Heritage Homes, Glenmore Park (1992)

Glenmore Park Land Release (1992)

VISIONS OF SYDNEY: Sydney CBD Road Tunnels (1990)

Source: Anon. 1990. "Tunnel solution to city traffic jams". The Daily Mirror, October 5: 17. 

This is the second entry in our first Visions of Sydney series. In 1990, Deputy Lord Mayor Ross Bonthorne, proposed a network of underground road tunnels running through the Sydney CBD to address traffic congestion at street level.

The network proposed four tunnels. Motorists could use the tunnels to access carparks or delivery zones.

One tunnel would run under Park Street. This became reality through the Cross City Tunnel, completed in 2005. However the Cross City Tunnel was a designated motorway to provide a bypass underneath the Sydney CBD to connect the eastern and western suburbs of the city.

The second tunnel would run underneath Goulburn Street to serve the southern CBD.

The third road tunnel was to run east-west near Martin Place and would connect with the Cahill Expressway. Three possible routes were proposed.

The fourth tunnel running underneath Pitt Street would connect the three east-west tunnels. 

Next week, we will continue with the next entry in the series. 

NEVER BUILT SYDNEY: Village Cinema Centre Redevelopment (1990)

Meriton Tower in 2013. Photo taken by the Author.

Meriton Tower is a 48 level tower located on the former site of the Village Cinema Centre in George Street. The tower designed by Harry Seidler was completed in 2007 and also the headquarters of the Meriton Group.

Prior to Meriton developing the site, there were at least two proposals to redevelop the site. One was in 1990 for a 41 level office tower rising above a rebuilt cinema complex with 10 screens and retail podium. The site area was larger, also encompassing the site of the Greater Union Cinema Complex. Though Village Cinemas and Greater Union were separate chains, they were apart of The Greater union Organisation, a subsidiary of Amalgamated Holdings (Currently known as Event Hospitality & Entertainment). 

Source: Harbour, D. 1990. "New Look for Cinema Strip". The Sunday Telegraph, February 4: 36.

The development was also proposed at the same time as plans were also proposed to redevelop the Hoyts Cinema and Regent Theatre sites. 

It was anticipated that work would commence that year.

Source: Walkley, P. 1990. "New Sydney movie complex". The Australian Financial Review, February 6: page unknown. 

A second plan was unveiled in 1998 focusing on a 50 level hotel and apartment complex which formed the basis for Meriton's future development of the site. Under this scheme designed by architect,Steve Zappia, the tower would be built by developer George Drivas.

Meriton Tower would focus on an all residential configuration, but the hotel component would include serviced apartments. 

Source: Totaro, P. 1998. "$200m tower plan for cinema strip". The Sydney Morning Herald, April 17: 3. 

Source: Skelsey, M. "Hotel tower to bury village". The Daily Telegraph, April 17: 6. 

Meriton Tower was approved around 2002 (Need confirmation on this) but demolition work commenced towards the end of that year before completion in 2006. 

Remember This? CityRail Advertisement (1990)

During January, we take a break from the usual weekly posts and run our Remember This? series.

This week features a 1990 newspaper advertisement by CityRail. In the second half of 1990 petrol prices surged following the invasion of Kuwait by Iraq and the threat of war in the Middle East.

Petrol rose as high as 80.9 cents per litre giving an excuse to ditch the car and take the train. According to the RBA Inflation Calculator, this would equate to $1.62 per litre in todays money.

For CityRail, rising petrol prices provided the perfect opportunity to encourage Sydneysiders to take the train to travel around the city. 

Source: CityRail. 1990. "80.9 Per Litre Or take the train" (Advertisement). The Daily Mirror, October 3: 6. 

 

NEVER BUILT SYDNEY: East Circular Quay Redevelopment Scheme (1990)

Below is an article from The Sydney Morning Herald dated from 1990 featuring a design by a group of Architecture students from the University of New South Wales for the redevelopment of East Circular Quay.

This, along with other designs were displayed at the University of New South Wales and were not part of the formal design process that the developers (Colonial Mutual Life) had for the site.

The redevelopment of the site of the 1990's caused controversy, particularly the height of buildings, impact on the Botanic Gardens and the blocking of the view towards the Sydney Opera House from the Cahill Expressway.

What do you think of this scheme?

Source: O'Brien, B. 1990. "Unlocking a golden quay to the future". The Sydney Morning Herald, June 16: 6.

NEVER BUILT SYDNEY: Chinatown Railway Station (1990)

In 1990, a developer offered to build a railway station in Haymarket at the corner of George and Campbell Streets as part of a proposed office tower. The site was 720 George Street, which was redeveloped a decade ago into a residential tower.

There were plans to connect the railway station into the redeveloped Capitol Theatre.

However the station would only serve the Eastern Suburbs and Illawarra Railway Lines as the tunnels ran directly underneath the site.

Like the proposed railway station at World Square one block away (1989), it joined the list of "Never Builts".

Source: Morris, L. 1990. "Chinatown station plan". The Daily Telegraph Mirror, November 29: 4. 

The station would have improved accessibility to Paddys Markets, Chinatown and the Sydney Entertainment Centre for visitors and tourists, and have taken pressure off Town Hall Station for Eastern Suburbs and Illawarra line commuters. However, other lines were not to be served by the station. Also, it appears to be located halfway between Central and Town Hall railway stations.

One fault in the proposal is the curve of the station, which would hamper accessibility but also pose safety concerns.

Remember this? Free Rail Travel if you presented your drivers licence (1990)

I will return to my series on the evolution of Westfield Miranda next week. Below is a CityRail (Sydney Trains) advertisement from 1990 that offered free travel on Sydney trains upon presentation of their drivers licence after 9am on February 8, 1990.

Source: CityRail. 1990. "On Thursday After 9am Travel Free Anywhere On This Page Just By Showing Your Drivers Licence. The Daily Telegraph, February 6: 12. 

1990: The end of floor trading at the Sydney Stock Exchange

September 28, 1990 marked the end of an era in the trading of shares on the Australian Stock Market. Once upon a time shares were bought and sold on the trading floor of the stock exchange.

On October 1, 1990, stock brokers were sent back to their offices and could only trade shares electronically.

This, combined with advances in internet and telecommunications technology allows one to trade shares from anywhere. 

Below is a video that I located on Youtube that has highlights of the final day's trading which was uploaded by "sc94187"

I also obtained an article as published in The Daily Mirror on that day (September 28) which ties in the final day of floor trading with the regular market session.

1990: Feature on development in Parramatta

In 1990, The Sunday Telegraph published a feature on the boom in construction in Parramatta and its emergence as a business centre. It made reference to the "Dallas Style" skyscrapers that had popped up (towers with glass facades) during the 1980's. The focus on development was on commercial buildings and international hotels.

This boom does pale in comparison with the development of the past decade, but approach this article from an evolutionary viewpoint. The boom of the 1990's was one leap in moving Parramatta forward in the years to come. The buildings that were "tall" in the 1990's are now longer "tall" with the new towers up to twice the height either built or proposed.

Source: Walls, M. 1990. "Parramatta: a city on the make". The Sunday Telegraph, June 10: 48.

1990: The end of a skyscrapers life

Looking around central Sydney at present, one might notice that a number of major office buildings have disappeared including:

• Goldfields House
• Wales Bank Building (52 Martin Place)
• Sydney Water Building

Source: Dixon, A. & Lewis, D. 1990. "Already, Sydney's outgrown those early skyscrapers". The Sydney Morning Herald, December 31: 4.

Others like the AMP Centre at Circular Quay are being gutted and redeveloped into modern structures to accommodate the changing workspaces of the 21st century.

Some of the recent demolitions include buildings from the 1980s, particularly in George and Pitt Streets near Circular Quay.

People may question why some buildings have been pulled down after just twenty or thirty years of service.

It has come down to two factors just like today:

• Cost of rebuilding vs renovating
• Advancements in technology - older buildings may not be able to be reconfigured for changing technology.

Tenants today also want buildings with larger and more flexible floor plates which allow for space to easily be reorganised according to the needs of the tenant.

At the end of the day, buildings do have a life cycle just like us humans. They are bound to die at some point in the future.

Fortunately, buildings of historical significance like the AMP Building will always have their place in Sydney and for some, the prestige of being in such a building is merely enough for them. 

SERIES: The Evolution of the Citigroup Centre - Park Tower (1990)

More than 18 months had elapsed since Park Plaza IV had been proposed by the Bond Corporation for their site at 2 Park Street in the second half of 1988.

It was now March 1990. A year earlier, the Bond Corporation had sold the site to a Japanese Consortium comprising Japanese companies Kumagai Gumi and Sogo (Japanese Department Store chain). The total cost was approximately $278 million.

The new proposal was designed by Crone and Associates and Kisho Kurokawa, known as Park Tower. The podium would contain a shopping centre anchored by the Japanese department store chain Sogo with the tower rising above it.

Source: Chancellor, J. 1990. "48 storey tower for city's centre". The Sydney Morning Herald, March 6: 32.

The design of the tower itself is similar to Melbourne Central in Melbourne, which is triangular shaped. Kisho Kurokawa was the architect for the office and retail complex.

The photo was taken by the Author (2005). 

The photo was taken by the Author (2015).

The photo was taken by the Author (2015).

However, the eastern side was to be curved to maximise the harbour and ocean views.

Melbourne Central has two antennas, whereas Park Tower would have nil.

Soon afterwards, Sydney (and the rest of Australia) faced the recession that we had to have, which would only delay construction more. The hole would remain empty for even longer.

Previous Schemes

• Original 1982 Scheme
• Park Tower (1986)
• Skytower (1987)
• Park Plaza (1988)
• Park Plaza IV (1988)

1990: NSW Government Proposal for outer Sydney rail line

With plans to extend the Leppington Rail Line to connect the new airport at Badgerys Creek to the existing rail network and possible extension through to St Marys, I came across an article from 1990 when the Greiner Government explored an option that is quite similar to the current plans.

It would run from St Marys to Campbelltown via Badgerys Creek.

Source: James, B. 1990. "Growth Suburbs Rail Link". The Daily Mirror, January 2: 7.

The current plans however would not see it extended through to Campbelltown, but rather to Narellan which is currently not served by rail.



Source: Transport Sydney. 2017. "Untitled" (Map). Transport Sydney,  https://transportsydney.wordpress.com/tag/south-west-rail-link/ (Accessed September 3, 2018).

As for a real connection to Campbelltown, while not explored, a Y link could be built at Glenfield to allow for direct services from Campbelltown.

The Labor Party however would look at a through link to Campbelltown (perhaps via Narellan?). This would also connect to the soon to be completed Sydney Metro Line from Rouse Hill to Chatswood.




Source: The Daily Telegraph. 2017. Untitled (map). The Daily Telegraph, https://www.dailytelegraph.com.au/news/nsw/opposition-leaders-pledge-to-build-rail-links-connecting-sydney-suburbs-with-badgerys-creek-airport/news-story/19ec0773988f7fc9e02eac0fa7b11bba (Accessed September 3, 2018).

1990: Pyrmont Redevelopment Scheme

Source: Olsen, L. 1990. "$10bn city facelift: Master plan to develop Pyrmont". The Daily Telegraph, September 26: 9.  

In 1990, the State Government of Nick Greiner was intent on urban renewal on the Pyrmont Peninsula, following the decades-long decline in manufacturing and port operations to suburban centres. The residential population of the Pyrmont/Ultimo area had collapsed from 19 000 at the start of the 20th century to just 1500.

It was not to be undertaken overnight and believed it would take 20 years for the plan to be fulfilled.

Heritage wharves were retained e.g. Wharf Five. It is now Doltone House.

Harris Street was meant to be a "showpiece", but did they mean in terms of heritage protection or being a destination to shop and/or dine?

Jacksons Landing at Pyrmont is the biggest of the brownfields developments to occur on the Pyrmont Peninsula. It took more than a decade for the former CSR site to be turned into a high density residential estate. That included the waterfront housing.

The old power station was destined to be an office complex but ended up being the site of Sydney's first Casino.

In light of all the changes, heritage buildings have been lovingly restored:

In the 1990 scheme, it was envisioned that housing would line the entire waterfront. However as the decade progressed, this was largely zoned as public land, creating Pyrmont Park. When the Water Police left Pyrmont, Sydney City Council turned it into Pirrama Park.

Recently, I visited the City of Sydney planning model at Sydney City Council offices in Kent Street and managed to get a model shot based on the angle taken in 1990. Note that the model of The Star is not present as a Development Application for the proposed Ritz Carlton Hotel tower is being created.

Despite amendments to the plans, Pyrmont has become a highly sought inner city address. It has also thrived as a popular address on the city fringes for businesses to be located, particularly media firms.

All photos were taken by the author.