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.

Remember This? : Daytripper Tickets Ad (2004)

In Sydney, daily transport fares for adults are capped at $17.80, and if the $50 weekly cap is reached, travel is free for the remainder of the week.

Before Opal Cards were introduced and the ability to pay fares directly from a debit or credit card, a person had to purchase a Daytripper ticket to access unlimited travel on the day of travel.

However, there were limitations compared with Opal fares—the ticket was not valid on light rail services and services operated by private bus operators.

Source: Sydney Ferries, Sydney Buses & CityRail. 2004. "Daytripper" (Advertisement). The Daily Telegraph, January 16: 27. 

Is the Opal Travel Daily Cap cheaper than a Daytripper ticket in 2004?

According to the RBA Inflation Calculator, a Daytripper ticket purchased in 2004 for $15 equates to a person spending $24.96 today. Therefore, a commuter can have unlimited travel on public transport at a cheaper price in 2024.

1965: Idle Peak Hour Trains

In 1965, The St George and Sutherland Shire Leader published a feature by Tom Mead rebutting claims by NSW Transport Minister John McMahon (ALP) that all available electric carriages were in service during peak hours. As evidence, a photograph of trains stationed on sidings at East Hills during the evening peak period. 

It is typical in Sydney to argue that trains are overcrowded, whether it was in the 1960s or now. The question the article raised was why couldn't additional services be provided to reduce the overcrowding. The East Hills Line was the focus, arguing that the idle trains could have made one return trip each from East Hills to the City. 

Mead would be elected as a State MP for Hurstville two months later, holding onto the seat until 1976. 

Source: Mead, T. 1965. "Electric trains idle as people fight for hold". The St George and Sutherland Shire Leader, March 3: 1.

1992: Cityrail's controversial timetable

Source: Cityrail. 1991. "The times they are a changin'." (Advertisement). The Daily Telegraph Mirror, December 17: 22. 

 

Source: Nance, J. 1992. "Rail commuters rattled". The Sunday Telegraph, January 12: 16.

Any change to public transport timetables in Sydney will always incur at least some criticism or controversy. It may affect one line or route or the entire network.

Given that trains are our more patronised mode of public transport in Sydney, any changes to timetables will impact more commuters than buses and ferries, and hence receive more attention. Changes to train timetables often flow onto bus timetables where bus routes connect with rail services.

You may remember the changes from a particular year, because they may have impacted you directly.

In 1992, I was seven years of age and being a child did not have to rely on trains to get around, but Cityrail made changes to its timetables, which at the time were controversial. This entry provides an overview of why.

Why a new timetable?

In 1991, the NSW Government decided to retire the red rattler trains due to safety concerns associated with open doors in their carriages, which was to be completed in 1993. Most of the remaining carriages were retired in January 1992 and were to be confined to the Bankstown and Inner West lines until their final withdrawal the following year. 

Meanwhile, Tangara carriages (known as T set) were still being rolled out across the network following their introduction in 1988 and continued to be rolled out to suburban lines until 1994, with the outer suburban G set version rolled out in 1994 and 1995.

Also, Cityrail sought to increase services to outer suburban stations. 

What were the changes?

• Reduced off-peak services
• Longer wait times for connections with other lines
• An additional 2500 seats were made available for commuters during peak hours.
• Reductions in peak-hour services on the Bankstown, North Shore and Western Lines
• Additional services from Campbelltown to the Sydney CBD.
• Reductions in services on the Illawarra Line.

Why the controversy?

As mentioned, services were reduced, longer connection times and reduced services on lines impacted workers, especially those who travelled in shoulder or off-peak periods.

For the majority of commuters, they were inconvenienced, whether it meant having to change trains, longer dwell (waiting times) or having to alter their travel times. Delays and cancellations also added to the difficulties experienced.

Despite an additional 2500 seats added to existing peak-hour trains, reduced service frequencies meant that trains were more crowded. Below are clippings from a special feature that was published in The Sydney Morning Herald on February 7, 1992 (page 4).

Transport advocacy group Action for Public Transport called for the restructuring of some lines to improve efficiency and hence capacity, such as the Bankstown Line and better turnarounds at Berowra.

Source: Anon. "Train service 'a mess'". The Daily Telegraph Mirror, January 22: 20.  

The State Government was forced to act, altering timetables. The first round of changes was "small".  Cityrail claimed to have received 26,000 calls, with many supporting the new timetable, especially the replacement of red rattler trains with modern carriages. Shadow Transport Minister Brian Langton (ALP, Kogarah) called for the timetable to be axed while the ALP had received thousands of complaints via a special hotline that they set up. Mr Langton himself was a rail commuter and saw firsthand for himself the impact it was having on his travels and those of his fellow constituents. 

Source: Jones, S. 1992. "New review of Cityrail timetables". The Daily Telegraph Mirror, February 8:11. 

Later that month, a further 100 changes to the timetable were to be implemented over the following months. Some services would receive extra carriages, while some services would be altered to either have more stops or fewer stops.

   

Source: McLean, S. "More tail changes to help commuters". The Daily Telegraph Mirror, February 24: 18. 

Additional Reading

Action for Transport (N.S.W.). 1992.  "New Cityrail timetable," Action for Public Transport (N.S.W.) Media Release Newsletter, no 1 (February 1992), https://www.aptnsw.org.au/newsletters/19921.html  

1972: The Arrival of Sydney's S Set trains

Source: Anon. 1972. $17 m New Carriages". The Daily Telegraph, July 14: 3. 

1972 saw the delivery of the first carriages of the famous S set trains that would operate for 47 years on Sydney's rail network.

The new carriages were built to boost capacity on the rail network and allow more passengers to be accomodated on each service.

509 carriages were built by Comeng and later Goninan with the last carriages entering operation in 1980. Some carriages were built with an amended design.

Source: Anon. 1973. "New Carriages for City". The Sydney Morning Herald, November 20: 3.

Initially, driver cars were built with trailer cars added in future orders.

Trains promised to "increase capacity and comfort", yet they were not air-conditioned which caused discomfort either on cold winter days or hot summer days.

Tulloch trailer cars (carriages) were also used to form either four, six or eight car sets until 2004, when they were phased out ensuring that S-set trains comrpised of S set carriages only. 

The introduction of trains that were entirely double-decker marked the beginning of the end of single deck trains on the Sydney rail network as they gradually replaced the red rattler trains. By the end of 1993, the entire Sydney rail network comprised of double-decker carriages. The opening of the Sydney Metro (independent of the main rail network) marked the return of single decker trains.

During the 1990's the carriages were renovated as part of the Citydecker program with new windows and the installation of electronic destination boards on the driver cars.

The S Set trains were phased out from service between 2012 and 2019 as the Waratah Trains were introduced across the network (Excluding the T4 line). The last line that operated the S Sets was the T7 Olympic Park line. 

1993: The end of the red rattlers

Between 1926 and 1993,  Sydney's rail network was served by single deck trains known as the "red rattlers" because of their red appearance and for the rattling windows.

At their peak there were apporoximately 1100 carriages in service and had dwindled to around 360 by 1988.

In 1991, the decision was made to formally retire the trains by the end of 1993 due to safety concerns associated with the open doors, along with the introduction of a new timetable from January 12 1992 that was designed to speed up trains across the network. Only eight red rattler trains would be retained with the intent of phasing them out of service within a further year.

 

Source: Morris, L. 1991. "'Rattler' Trains Scrapped. The Daily Telegraph Mirror, September 6: 3.

 

Source: Skelsey, M. 1991. "Red rattlers trundle off into history:. The Daily Telegraph Mirror, September 6: 10-11

The Sydney Electric Train Society did not receive the news well, especially as they were destined to be scrapped.

   

Source: Dennis, A. 1991. "The death rattle of the red ones". The Sydney Morning Herald, November 5: 3.

On January 10, 1992 red rattler trains crossed the Sydney Harbour Bridge for the final time ahead of their retirement. For four minutes at 10:40, four eight car trains stopped on the Sydney Harbour Bridge to pay tribute to their service. 

 

Source: Olsen, S. 1992. "End of line for rattlers". The Daily Telegraph Mirror, January 10: 9. 

  

Source: Anon. 1992. "The Bridge carries its last red rattler". The Daily Telegraph Mirror, January 11:3. 

The retirement of the red rattlers led to a decrease in the number of carriages operating on the Sydney rail network, but the delivery of Tangara carriages meant by the end of 1993, the remaining eight trains in operation could be retired. The final services ran on November 20, 1993 after sixty seven years of service. 

  

Source. Gibson, A. 1993. "What a rattling farewell!" The Sunday Telegraph, November 21: 4. 

While the overwhelming majority of red rattlers were scrapped, several carriages have been preserved for historical use which has also been supported by Sydney Trains and the NSW Government. Special trips featuring the trains are organised, allowing people to either relive or experience riding a red rattler for the first time. 

Finally a "bonus" - news reports from January 10 1992 when the red rattlers gathered on the Sydney Harbour for the final time.

ABC News

Seven Nightly News

National Nine News

Ten Eyewitness News

1988: The arrival of Tangara Trains - More advertisements

In 2018, I wrote an entry on the arrival of Tangara Trains on Sydney's rail network as it had been thirty years since they commenced service. It is the most read entry to date.

I published a few of the newspaper advertisements in that entry, but have since found a few other newspaper advertisements worth sharing.

The first two are different versions of How far can a train go in 3 years?

Source: State Rail. 1988. "How far can a train go in 3 years?" (Advertisement). The Sydney Morning Herald, January 13: 10. 

Source: State Rail. 1988. "How far can a train go in 3 years?" (Advertisement). The Sun Herald, January 24: 135. 

Source: State Rail. 1988. "Take a free ride into the 21st century" (Advertisement). The Sydney Morning Herald, January 18: 10.

Source: State Rail. 1988. "Commuting: the shape of things to come" (Advertisement). The Sun Herald, January 17: 88. 

Related Entry

MILESTONE: Tangara Trains turn 30 (1988)

1962: Double Decker Carriages

Sydney's Tulloch carriages were the first double decker carriages to operate in 1964 on the rail network. They could also be integrated with the "red rattler" carriages.

A train comprising of only double decker carriages was still a decade away when this article about double decker trains was published in The Sun Herald in 1962. The first Tulloch carriages were intended to be on the rail network in 1963, but had to wait a little longer.

Reporter Bob Johnson visited the workshops at Rhodes and was shown around a concept model. As you read through the article, he presented a positive review of what Sydney rail commuters were expecting. Compared to double decker buses, navigating the stairs to either the upper or lower deck was never going to be a challenge.

And it was seen as addressing overcrowding and capacity constraints on the existing rail network, though studies in recent times suggest single deck trains have lower dwell times and henceforth, more trains can operate.

Most of the article from The Sun Herald (September 30, 1962) can be read below:

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. 

Remember This? Cityrail periodical tickets Ad (1991)

I am in the process of unearthing some further material on the evolution of Westfield Miranda. This week "Remember This" returns to fill in the gap.

Below is a 1991 advertisement by Cityrail promoting the sale of periodical tickets. The introduction of the Opal Card in recent years and the travel cap (originally $60 per week, now $50) has marked the end of such tickets. Reduced fare journeys are also available to regular commuters on a weekly basis e.g. a person making return trips to and from work five days a week saves 10% along. Opal also $2 discounts for transfers to other modes of public transport in a journey, which was not available with paper tickets for single or return trips.

How about a person who does alot of travel in one day? $15 maximum daily travel cap.

The abolition of periodical tickets did hurt some as they were attracted by the big savings on offer by paying upfront.

Commuters were promised up to 196 free trips if they bought a yearly ticket. The advertisement was published in The Daily Telegraph Mirror on June 3, 1991.

Remember This? CityRail Fare Evasion advertisement (1991)

Fare evasion on Sydney trains has always been a constant problem. Below is a 1991 advertisement from Cityrail warning commuters if they cannot be bothered buying a ticket, Cityrail will give one out for you (which would be more expensive than the ticket you were meant to buy).

Even with Opal Cards, the message is still relevant in 2018. It is still fairly easy to evade, especially where a station has no ticket barriers. However, it is pleasing to note that ticket inspectors are on the trains more regularly than they were in previous years, which makes evading a fare a little harder.

Source. CityRail. 1991. "If you can't be bothered buying a ticket, we'll give you one" (Advertisement). The Sunday Telegraph, September 13: 131.

MAJOR EVENT: Cityrail Strike (1999)

Above: How The Daily Telegraph reported on the strike in its second afternoon (Final) edition on September 29, 1999.

Sydney dodged a bullet several weeks ago when rail workers decided to pursue industrial action to demand a 6 % pay rise. It didn't occur as the Fair Work Commission ruled that the strike would hinder the ability of essential workers e.g. firefighters and teachers from attending work.

The current offer by the NSW Government is for a 4.6% increase in annual pay, $1000 bonus and free public transport.

Had the strike occurred, it would have been the first since 1999.

Let's look back at what happened, and for younger readers, an idea of what to expect should it collapse or if they simply want to walk off the job. Older readers would remember when strikes were normal during the 1960s, 1970s and 1980s.

Above: Page 1 of The Sydney Morning Herald on September 30, 1999.

When did it happen

September 29 1999 (Wednesday). This was a wildcat strike that was announced at 5pm, the day before giving people little notice to make alternative arrangements.

Who was in government in 1999?

The Labor party, led by Premier Bob Carr was in government.

Why?

It was in response to plans to cut 300 station staff. There was a partial shutdown on September 24, 1999, which led to reduced or delayed services. Some lines had no services at all. Station staff did not report to work.

What was the impact?

Above: Coverage from the September 30, 1999 edition of The Daily Telegraph.

• Cost the NSW economy approximately $1.5bn in lost productivity. Media reports for the intended January 2018 strike were $100 million, far below that of 1999. A rail strike today would definitely cost at least $2bn in lost productivity.
• Retailers and offices were forced to close. Trade in city stores was well below normal.
• The impact extended to Melbourne, where travelers were left stranded at Spencer Street (Southern Cross) Station.
• Petrol Prices were reported to have increased.
• Overcrowding on city buses.
• Congestion on Sydney roads.

Source: Pearce, R. 1999. "Untitled" (photograph). The Sydney Morning Herald, September 30, 5. 

The Sydney Morning Herald in its editorial of September 30 argued that while the NSW Government needed to justify the job cuts to station staff and supported public concerns over customer service, the strike was "unnecessary" it actually caused harm to the cause. Calling a wildcat strike only generated disruption but also didn't give commuters and businesses time to plan for the strike. How can one muster support if they intend to abruptly withdraw their services? Some will not accept strikes in any form because they feel that they have been punished in order to advance an individuals cause or because it ruins their routine.

Source: Anon. 1999. "Unnecessary rail strike" (editorial). The Sydney Morning Herald, September 30, 14. 

Doesn't punishing the Government through a work ban or fare-free days seem fairer to muster the cause like they have a number of times in recent years. Services continue but the Government loses revenue?

Above: Coverage of the strike from the September 30, 1999 edition of The Sydney Morning Herald (Pages 4 and 5).

MILESTONE: Tangara Trains turn 30 (1988)

Source: State Rail. 1987. "It's Coming...Sydney's 21st Century train will be here for Christmas!" (Advertisement). The Daily Telegraph, December 16: 39. 

This year, Sydney's Tangara Trains turn 30.

Introduced into service on Sydney's rail network in 1988, they are the third generation of electric trains to enter into service.

At present, there are 447 carriages in service, more than any other model on the network. The fleet servicing the Illawarra and Eastern Suburbs Rail Line (T4) are virtually Tangara's.

The Wran Government announced in 1984 that they would purchase 450 new carriages to operate on the rail network. At the time, Barrie Unsworth was Transport Minister. Designs for the train were finalised the following year. Capacity would be approximately 2 200, compared with 2 050 on existing double decker trains.

Source: State Rail. 1988. "A ticket to the 21st Century" (Advertisement). The Daily Telegraph, January 11: 6. 

Tangara (Aboriginal word for "to go") promised 21st-century features and a number of firsts for Sydney Trains including:

• Electronic Final Destination Indicators (eventually installed on S set trains).
• Security Cameras
• Air conditioning
• Vandal Resistant features e.g. fixed seating which was not popular with commuters. 
• Better Seating and legroom
• Bigger Windows
• Reduced Noise inside and outside.
• Smoother Acceleration and Breaking.

Above: Advertisement promoting the Tangara. Date unknown.

Some Tangara's were configured for intercity services providing toilets, reversible seating and luggage racks. However, when Tangara's were confined to suburban services in recent years, toilets were removed. 

The Tangara made its first appearance on December 20, 1987, at Central Station. By now, Unsworth was Premier.  

Source: Russell, M. 1987. "Transport on track for next century". The Daily Telegraph, December 21: 5. 

On January 28, 1988 it made its first trip from Rockdale to Oatley. 

Source: Nicholson, N. 1988. "Voters' express: tickets, please". The Daily Telegraph, January 29: 5.

It must be noted that Rockdale was in Unsworth's electorate of the same name and the most marginal seat for Labor in NSW. Oatley was in the margnial seat of Georges River held by Housing Minister Frank Walker. It was a good political ploy with a State Election weeks away. 

Source: Anon. 1988. "Commuters give train thumbs-up". The St George and Sutherland Shire Leader, February 2: 5. 

Sadly for Unsworth, Tangara's would not operate on timetabled services until just after the 1988 State Election which saw the end of 12 years of Labor Government in NSW. According to The Daily Telegraph, they commenced operating on timetabled services on April 12, 1988. 

Source: Clark, S. 1988. "Tangara proves it's on the right track". The Daily Telegraph, July 20: page unknown. 

The rollout of Tangara carriages continued until 1995. 

Additional Entry on Tangara Trains

Added October 2022

1988: The arrival of Tangara Trains - More advertisements

1989: Origins of advertising on Sydney Trains.

Advertising on a Sydney Train Carriage. Photo was taken by the Author (2016).

I remember back in 2013 when Sydney Trains decided to allow advertising on trains (inside and out) after a trial of advertising on the exteriors of two trains.

What I have noticed with the Liberal Government in NSW is that a number of their ideas while they may appear to be new, were actually on the drawing board when Nick Greiner was premier. Think of his idea to remove (or reroute) the monorail. It took until 2013 for that to happen. 

So it seems that the O'Farrell/Baird Government has taken credit for ideas that were really Nick Grieners idea after all. 

Advertising on trains was considered back in 1989 and here is some proof. At the time it was being considered to aid in reducing the deficit that was incurred with running trains in NSW. In 1989, the government had undertaken a major reform of rail services across the state including cuts to rural rail services and job cuts as part of reducing operating costs.

Source, Grimshaw, P. 1989. "Sponsored Trains to Cut Costs". The Daily Telegraph, March 16: 1. 

Fast forward to now, Sydney Trains is still in deficit. Advertising revenue has been embraced as an opportunity and not as a negative, with the money to be invested across the rail network. I've included a report screened from Ten Eyewitness News (December 3, 2013) to give an overview of the current approach.

   

It's an issue that will cause debate, but we have been used to advertising on buses for decades. 

1969: Sydney's double decker test train

Source: Anonymous. 1968. "The Train Made to Hold 2096". The Daily Telegraph, December 31: 7. 

Sydney might not have the world's best rail network but visitors to Sydney do like it for its double-decker trains. It is the only Australian city that has them in operation. Ever wondered when they began operation? It was on January 1, 1969. Some might say 1964 when the Tulloch carriages were incorporated into trains carrying single level cars.

However, this train in 1969 was entirely double deck (or bi-level). It set the precedent for the modern fleets that would operate on the Sydney rail network through to this very day. The following year, the first of the famous V set double-decker trains began operation on interurban services. In 1972, the first mass order for double-decker trains for suburban services was undertaken. These trains are what as known as the 'S' Sets and would carry up to 1600 people, about 25 % below what they thought a few years earlier.

These trains are still part of the Sydney Trains fleet, mostly used as surplus trains for major event services, though there are a few timetabled services where the trains still run. Updated versions (the C & K sets) came into service during the 1980s. One notable feature is that they were airconditioned trains. In 1988, the Tangara came into operation.

Since the turn of the Millennium, there have been two major rollouts - Millennium Trains (2002) and the Waratah Trains (2011). The Waratah trains were bought in to replace the remaining S set trains. The final eight car set in the Waratah fleet was delivered in 2014. The double-deckers would see the demise of the single deck trains on metropolitan services with the "red rattlers" phased out by 1993.

However single deck trains will return in 2019 when the North West Rail Link opens between Chatswood and Rouse Hill. Some people question the decision because the single deck trains will lack the capacity that double deckers have. It tells us one thing - Sydneysiders take their double-decker trains for granted. It is a way of life.

1997: The Millennium Train is born

Source: Bissett, K. 1997. "New train pulls into the future." The Daily Telegraph, November 10: 17. 

In 1997, the push was on to have new trains in time for Sydney Olympics and to begin the replacement of the S-Set Trains. In November that year, Sydneysiders were introduced to what would become the Millennium Trains.

At the time it was one of three options, but what is disappointing about The Daily Telegraph article is that we only really see one option, the option that would ultimately be selected.

Sadly the trains were not ready in time for the Olympics. The delays were compounded by engineering problems during testing. It would be 2002 before the first Millennium trains hit the network. I for one did not get to ride on one until a year later.

A photo I took in June 2003 after riding it for the first time.

Currently, they operate on the T2 and T3 lines serving the Southern, Inner West, Bankstown and East Hills lines. 141 Carriages were built.

SYDNEY TRANSPORT: Eastern Suburbs Railway Line (1979)

Today is the 35th anniversary of the Official Opening of the Eastern Suburbs Railway Line between Central and Bondi Junction. Four new stations joined the CityRail Network: Martin Place Kings Cross, Edgecliff and Bondi Junction. It was the first rail line in Sydney to have all its stations underground. For the first two years of operation, it was a shuttle service between Central and Bondi Junction. It was connected to the Illawarra Line in 1981 and Redfern also got its underground platforms (11 and 12).

On that day in 1979, it was a Saturday and the Premier Neville Wran had the honours of officially declaring the line open.

Below are two advertisements promoting the opening of the line. For the opening weekend, travel was free. After that a single trip cost between 10 and 30 cents.

Source: Public Transport Commission of New South Wales. 1979. "Be our guests, take a free train ride on the new Eastern Suburbs Railway," The Sun, June 21: 27. 

Source: Public Transport Commission of New South Wales. 1979. "Eastern Suburbs Railway Now Open," The Daily Telegraph, June 25, 32. 

The Sydney Morning Herald and The Daily Telegraph reported (above) on June 25 that about 250 000 people took advantage of the opening weekend and free rides. There were long queues at stations and platforms overflowed with people.

Most Sydney newspapers were happy. The Daily Telegraph in its editorial on June 25 praised its completion and its addition to the existing rail network. With the Second Oil Crisis underway, it also highlighted the dependence on the motor car and the need to rely on it when one could not use their car. The Sun was quite similar in its view on June 25. The rail line actually made providing transport to Sydney's east even cheaper to about $1.5 million per year. If the oil crisis continued, the savings could increase. However, The Sydney Morning Herald in its editorial on June 23 was critical, suggesting the Eastern Suburbs did not need it and should have focused on spending on improving public transport in the outer suburbs.

Originally, the line was to extend south from Bondi Junction through to Waverley (Charing Cross), Randwick, the University of NSW and Kingsford. The line was to be built in four stages: Edgecliff (1973), Bondi Junction (1974), Randwick (1976) and Kingsford (1977).

Source: State Political Roundsman. 1967. "$12 million a mile track: Bondi Junction on Rail Route," The Daily Telegraph, March 1: 7.

Rushcutters Bay was originally set to have a station but was axed in 1969. It was deemed unviable due to the construction of the William Street tunnel and "small population". Woollahra was also to get its own railway station but construction stopped in 1976 as part of cost-cutting but locals also objected to having their own station.

The platforms between Edgecliff and Bondi Junction are a reminder of what could have been.

Source: Cohen, S. B. 1994. Untitled. accessed June 17, 2014, http://www.oocities.org/trendy_rechauffe/Woollahra_station_site_3DEC94_tset.JPG 

By completion in 1979, it was five years behind schedule.