1987: Harbour Bridge Toll rises to $1

Source: NSW Department of Main Roads. 1987. "A dollar well-spent" (Advertisement). The Sydney Morning Herald, May 30: 19. 

In April 1987, the NSW State Government passed the Sydney Harbour Tunnel (Private Joint Venture) Act 1987 which gave formal approval for the construction of the Sydney Harbour Tunnel. 

Source: Armstrong, D. 1987. "Bridge toll $1 from end of May". The Daily Telegraph, April 28: 7. 

While the Sydney Harbour Tunnel would be tolled, the decision was made that month to increase the toll on the Sydney Harbour Bridge from 20 cents to $1, to aid in funding the cost of construction. The increase would commence on May 31 1987. 

20 cent tolls

Between 1960 and 1970, motorists using the bridge paid a 10 cent toll each way (1 shilling prior to introduction of decimal currency in 1966). For those commuting in both directions, it would total 20 cents per day.

In 1970, the northbound toll was abolished to improve northbound traffic flow and the southbound toll was doubled to 20 cents to compensate for the loss of revenue (Click here to read more about it). 

Therefore for the average commuter, the toll increase in 1987 would be the first increase to the toll since 1960.

How big was the increase?

The increase in the toll was 80 cents, but this represented a 500% increase. The commuter would now pay what was one week of toll payments in one day or five weeks of toll payments during the working week. 

Adjusted for inflation (RBA Inflation Calculator), motorists were paying the equivalent of 58 cents in today's money for a 20-cent toll. The increase to $1 would equate to paying $2.90 today which for many commuters is cheaper than current tolls  ($4.27 in peak periods, $3.20 off-peak and $2.67 for overnight travel).

Toll Collectors Strike

Toll Collectors went on strike on the weekend of May 30 and May 31 1987, delaying the toll increase by one day. They refused a pay increase of 4%, arguing for even higher wages as they felt that they would be at increased risk of abuse from angry motorists and also robberies.

Source: Aubin, T. 1987. "The toll 1987: bricks and hot coins". The Sydney Morning Herald, June 1: 1. 

The Reaction

Given the massive increase in the toll, this was not well received. For some, they responded by refusing to pay the toll, even though they faced fines of $50.

Warnings were given to drivers.

Source, Armstrong, D. 1987. "Big bills planned for toll evaders". The Daily Telegraph, April 29: 7. 

On day one, traffic volumes during the morning peak hour decreased by nine percent. 44 drivers refused to pay the toll while 14 paid for their tolls using 1 and 2 cent coins only. The general mood to the incerase was not positive

 

Source: Grimshaw, P. 1987. "$1 toll slices bridge traffic". The Daily Telegraph, June 2: 4. 

The toll dodgers and those who opted for payment solely in 1 and 2 cent coins were confronted by the toll collectors and police.

Source: Aubin, T & Coultan, M. 1987. "Drivers for who the $1 tolls". The Sydney Morning Herald, June 2: 1. 

There was one backflip with the increase in tolls - 230 incapacitated service-men were exempt from paying the 20 cent tolls, but were required under the toll increase to pay the toll as with all other drivers. This was cancelled and they could continue to drive for free.

Source: Thomas, C. 1987. "Brereton does a U-turn for angry old diggers." The Sydney Morning Herald, June 1: 5.

VISIONS OF SYDNEY: Alternative Transport schemes for the Sydney Harbour Tunnel (1987)

Source: Coultan, M. 1987. "Bright ideas underwhelm Harbour Crossings Minister".  The Sydney Morning Herald, February 24: 1. 

In 1987, the NSW State Government announced that the Sydney Harbour Tunnel was to be built, running under Sydney Harbour from the Cahill Expressway at Macquarie Street to the Warringah Expressway at North Sydney.

Apart from alternative routes for the tunnel, other transport options were explored, including:

1. Additional four lanes on the Sydney Harbour Bridge above the existing road deck.
2. A rail tunnel between Wynyard and St Leonards
3. A bridge running from Millers Point to Greenwich via Goat Island with a spur road to Balimain (proposals existed for decades dating to the 1920s)
4. A tram tunnel from Paddington to Spit Junction via Bradleys Head and then running onto the Northern Beaches. 

Two of the four alternative ideas have evolved into reality, as reflected in current transport projects.

Rail tunnel between Wynyard and St Leonards

The 1987 vision involved the line integrated into the existing heavy rail network, but the Sydney Metro currently under construction from Chatswood to Sydenham has seen the construction of the first rail line underneath Sydney Harbour, following an alignment predominantly towards the east with stations at Crows Nest and Victoria Cross (North Sydney). However, the line runs west of the harbour bridge with stations at Barangaroo, Martin Place, Pitt Street and Central.

Suspension Bridge from Millers Point to Greenwich via Goat Island and Balmain Spur Road

This has evolved into the Western Harbour Tunnel running from the WestConnex at Rozelle, under Balmain, to connect with the Warringah Expressway at North Sydney north of Falcon Street. Completion is scheduled for 2028. The tunnel will enable traffic from the southern and western suburbs to bypass the Sydney CBD altogether. 

Related Entries

MILESTONE: Sydney Harbour Tunnel turns 25 (1992) 

VISIONS OF SYDNEY: Additional Sydney Harbour Bridge Roadways (1987)

MILESTONE: Sydney Harbour Tunnel turns 25 (1992)

Another milestone to celebrate this week. This week we celebrate 25 years of service of the Sydney Harbour Tunnel to the citizens of Sydney.

With congestion increasing on the Sydney Harbour Bridge in the 1980s, the need for a second harbour crossing was pushed further.

Plans for a harbour tunnel evolved throughout the 1980s, but it was not until 1986 where concrete plans were proposed. Initially, the tunnel was to run from Hickson Road, Millers Point and run west of the Harbour Bridge. Like the final plans, it would meet the Warringah Freeway at Mount Street, North Sydney.

Source: Coultan, M. 1986. "Tunnel: how pipedream will become pipeline". The Sydney Morning Herald, March 14: 1. 

Several months later, the proposal we see today was conceived in an attempt to reduce construction costs. While the motives might not be just, the decision had a long run outcome - The Harbour Tunnel would form a piece in what has evolved into Sydney's orbital network of freeways. Under the Hickson Road plan, this would not be possible.

Source: Coultan, M. 1986. "Slimmer Harbour tunnel to save $35 million. The Sydney Morning Herald, December 17: 1 & 2. 

There was one proposal that was tendered by a firm that for around $100 million, four lanes could be constructed above the existing road deck to increase road capacity. This was published in The Daily Telegraph Mirror on August 27, 1992, in a special supplement to mark the opening of the tunnel.

Plans to proceed with construction were announced by the NSW State Government on April 27, 1987. This included increasing the Harbour Bridge toll from 20 cents to $1 to fund its construction. It rose to $2 by 1992.

Kirribilli residents objected to the tunnel, particularly as the air ventilation stack would be located at Bradfield Park. Today, anyone using the park would be unaware of its presence, landscaped into the terrain.

Transfield and Kumagai Gumi were awarded the contract to construct the tunnel. Construction largely took place off-site with tunnel sections built at Port Kembla, before being towed into Sydney where they were sunk into place at the bottom of Sydney Harbour. Official work commenced in 1988.

On August 29, 1992, NSW Premier John Fahey officially opened the tunnel. The opening was marred by protestors that wanted to disrupt the event. The following day, the public was invited to walk through the tunnel. The walk acted as a fundraiser for charity.

Source: Wilkins, M. 1992. "Light at the end of the tunnel...Greenies 'crash' the party". The Sunday Telegraph, August 30: 4.  

The tunnel was opened to traffic at 3am on August 31, 1992. It survived its first peak hour test without glitches.

Source: de Vine, B & Toy, N. 1992. "It's Perfect: Tunnel opens with dream run". The Daily Telegraph Mirror, August 31: 1 & 2. 

Like any expansion to a road, a new road will only take the pressure off an existing road for a short period of time before traffic levels return to previous levels. It's not uncommon for traffic on the Warringah Freeway to be banked "past the channel nine tower" at Willoughby in morning peak hour irrespective of whether you are bridge-bound or tunnel bound. Add the congestion once you cross the bridge, and trek down the Eastern Distributor towards Sydney Airport. An estimated 200 000 cars crossed the Sydney Harbour Bridge daily at the time of opening in 1992. Today, it is estimated to be around 165 000 cars that cross the bridge. When combined with RMS data of approximately 90 000 cars that access the Harbour Tunnel, 245 000 cars cross the harbour each day. 

Statistics of Interest:

• Construction costs amounted to $560 million.
• Estimated savings in travel time - 10 minutes.
• 4500 workers involved in construction along with 300 contractors.

The Daily Telegraph Mirror to mark the opening provided its readers with a special poster outlining construction.