VISIONS OF SYDNEY: Otis Personal Rapid Transport System for Central Sydney (1974)

Did you know that in the 1970s, the Otis Elevator Company proposed a personal rapid transport system to transport people in central Sydney?

Below is a newspaper feature from The Sydney Morning Herald in 1974. 

Along the four-mile proposed route (Approximately 6.5 kilometres) from the Sydney Opera House to Central Station, vehicles seating up to 24 people would operate either at ground level or on elevated rails. This was seen as a solution to traffic congestion and air pollution in central Sydney. It was even suggested that it could be used to serve the Northern Beaches, which at the time (and still is) not served by heavy rail. 

Source: Anon. 1974. "Air cushion travel proposed". The Sydney Morning Herald, January 30: 3. 

VISIONS OF SYDNEY: Widening George Street Footpaths (1986)

Source: Nicholson, L. & Mulligan, M. 1986. "City to open up for pedestrian network" (1986). The Daily Telegraph, December 9: 3.

Visions of Sydney is back for the next five weeks, as I explore some of the visions that never quite became a reality in Sydney, or were an early scheme or proposal for an eventual project or scheme. This focuses on transport and public spaces, as Never Built Sydney encompasses buildings and architecture.

In this entry are two newspaper clippings from December 1986, when the NSW State Government proposed widening footpaths on George Street by removing one lane in each direction from use by vehicular traffic. It was even considered to convert George Street to one-way traffic.

Three decades later, the construction of the Sydney CBD Light Rail project would see the street converted into a pedestrian boulevard, initially from Bathurst Street to Hunter Street, before being extended to cover George Street from Rawson Square to Bridge Street.

Pedestrians would eventually claim control of George Street; however, if the original scheme had been implemented and nothing else had changed, it would have paved the way for George Street as it exists today. The outcome we see would still have eventuated.

Source: Glascott, J. 1986. "Unsworth promises pedestrians a fair go in new city plan." The Sydney Morning Herald, December 9: 6.

1989: Food and Drink banned on Sydney Buses

Source: State Transit. 1989. "Cleaner, more comfortable bus travel, will require curbing a few appetites" (Advertisement). The Sydney Morning Herald, May 1: 14. 

On public transport in Sydney, it is acceptable for commuters to eat or drink on Trains, Light Rail and ferries, but not on buses. 

How did it come to be? 

In 1989, the State Transit Authority (STA) decided to ban the consumption of food and drink on Government Buses in Sydney and Newcastle. Eating or drinking on a bus carried a fine of $200. The primary reason for the ban was cleanliness, but it was also in response to complaints from commuters.

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Source: Timmins, M. 1989. "Eating Ban on Buses". The Daily Mirror, May 1: 2. 

The Daily Mirror asked commuters for their thoughts on the ban, and had mixed reactions.

Source: Cramsie, D. 1989. "Passengers divided on food bus ban". The Daily Mirror, May 1: 12. 

The following year, the NSW Government passed the Passenger Transport Act (1990), which gave the State Government authority to determine whether commuters were permitted to consume food or drink on any mode of transport and regulate behaviour on public transport. 

It also allowed the Government to set fines for non-compliance. Under current legislation, a person who eats or drinks on a bus can be fined $550, up from $200 in 1989. The directive not to eat or drink must be displayed on a sign inside the buses. However, commuters can consume water, and those who need to eat or drink for medical reasons can. 

As a bus commuter, I have found that it is generally not enforced, particularly where alcohol is consumed, but 99% of commuters exercise common sense and refrain altogether.

1979: Syd Enfield Drive opens

Full Citation Below.

On January 9, 1979 the Bondi Junction Bypass (renamed as Syd Enfield Drive in 1988) was opened to traffic just two years after approval was given.

Source: Anon. 1979. "By-pass today, mall tomorrow". The Sydney Morning Herald, January 10: 1. 

The 1.3-kilometre road bypasses the Bondi Junction CBD, starting at Oxford Street and Ocean Street in Woollahra and ending at the intersection of Oxford Street, Old South Head Road and Bondi Road, Bondi Junction. 

 

Source: Anon. 1979. "Taking traffic out of Bondi Junction". The Sydney Morning Herald, January 10: 8. 

With traffic diverted from Oxford Street, it allowed for the closure of Oxford Street between Newland Street and Grosvenor Street to vehicular traffic. It was converted into the pedestrian mall that is seen today. 

All photos were taken by the Author (2025).

In 2025, Oxford Street between Grosvenor Street and Adelaide Street is restricted to buses only. 

Above: Oxford Street between Grosvenor Street and Adelaide Street is a bus-only thoroughfare. Photo taken by the Author (2025).

1965 - First Direct Flight from the United States to Sydney

Source: Anon. 1965. "End of the big hop". The Daily Telegraph, March 9: 17. 

Did you know that this month is sixty years since the first non-stop flight by a commercial jet from the United States to Australia? It was now possible for Australians to fly from Australia to the United States and vice versa without having to stop en route in either direction. It wold mark a significant milestone for Australian aviation

The first non-stop flight did not carry passengers. It was a delivery flight for Qantas who were accepting delivery of a Boeing 707 jet, named the City of Townsville.

To save petrol, the jet was towed to the runway at San Francisco International Airport, where it departed on March 6 1965. Due to crossing the international dateline (adding one day heading west), it landed at Sydney Airport on March 8 1965.

Flight time was 14 hours and 32 minutes, impressive when compared with the 13 hours and 20 minutes used by more prominent and more advanced jets. 

In 2025, flight times (non-stop) to American Cities flying from Sydney Airport are as follows.

Sydney - San Francisco:              13h, 20 min

Sydney - Los Angeles:                 13 h, 40 min

Sydney - Dallas:                           15 hours

Sydney - Houston:                        15 h, 35 min

Qantas introduced non-stop flights from Sydney to Los Angeles in 1984. when Boeing 747 jets could carry a full load of passengers across the Pacific without stopping. They had to use a smaller variant (747SP) which was designed to cover greater distances than other 747 jets operating at the time. 

 

Source: Anon. 1965. "First Flight Non-stop Over Pacific". The Sydney Morning Herald, March 10: 8.

1999: Customs House Square extension

Source: Ryan, R. 1999. "Quay to the city". The Daily Telegraph, February 15:16.

In 1999, Alfred Street at Circular Quay was closed to all vehicles between Young Street and Loftus Street. This enabled Customs House Square to be extended and therefore connect the square directly to Circular Quay Station. 

The closure commenced on the evening of 14 February 1999. This meant that vehicles could no longer use Alfred Street, particularly buses, taxis, and coaches, to cross the city in either an easterly or westerly direction. It meant that they had to use Bridge Street.

Alfred Street between Loftus and George Street became one way for westbound traffic only, while two-way traffic remained in the section between Young Street and Phillip Street.

Sourced from: Ryan, R. 1999. "Quay to the city". The Daily Telegraph, February 15:16.

A consequence meant that bus services commencing or terminating in Alfred Street had to be shifted to new bus stops.

In 2015, Alfred Street was closed to all vehicles between Loftus and George Streets to enable the construction of the terminus for light rail services operating in the Sydney CBD, which opened in December 2019. In effect, it extended the square further. 

Below are some photos I recently took. It was interesting to note that the kerbs on Alfred Street at Customs House Square were retained.

This photo shows how the kerbs for Alfred Street were retained despite being integrated in Customs House Square.

 

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.

Remember This? State Rail Off Peak Rail Fares (1986)

Below is a 1986 newspaper advertisement from State Rail promoting off-peak rail fares across the suburban and outer suburban (intercity) network. Clever marketing was applied. They used the platypus featured on the 20-cent coin to promote the savings by claiming that one would "save a platypus". With off-peak fares in 1986, commuters were promised at least a 20-cent saving on their fares, increasing based on distance travelled, and one could save even more animals by taking advantage of fares, referring to other animals featured on our coins.

 

 Source: State Rail. 1986. "Save a platypus with State Rail". The Daily Telegraph, August 5: 18.

Remember This? Road sign error (1993)

It is rare that a road sign would incorrectly spell the name of a suburb, town or city. In 1993, a road sign for westbound traffic on the Hume Highway at Villawood incorrectly spelt Liverpool as Liveprool. The Daily Telegraph Mirror documented how two workers from the Roads and Traffic Authority corrected the error in twenty-five minutes.  

Source: Offord, J. 1993. "This time they got it right". The Daily Telegraph Mirror, December 10: 7.

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.

1982: Introduction of Random Breath Testing (RBT)

In 1978, 1384 people died on New South Wales (NSW) roads and it was the deadliest year on record for road fatalities in the state. At the end of the 1970s and into the early 1980s, around 1300 people were dying on average in road accidents across New South Wales.

Drink-Driving was identified as a significant factor contributing to the death toll, with around 40% of road fatalities resulting from a driver driving under the influence of alcohol. Such deaths were identified as preventable.

In September 1982, the State Government Safety Road Committee recommended the introduction of Random Breath Testing (RBT). It was to be trialled for three years and became permanent in 1985.

Source: Grimshaw, P. 1982. "Tough new blitz on roads". The Daily Telegraph, September 30: 1.

RBT commenced on Friday, December 17 1982, and drivers were warned of police presence on the roads.

Source: Stanley, A. 1982. "Breath test blitz all weekend". The Daily Telegraph, December 17: 2. 

The first tests were undertaken on Parramatta Road at Granville after 7 pm.

Source: Crosthwaite, R.  1982. "First drivers all under limit". The Daily Telegraph, December 18: 2. 

It was reported that road deaths had started decreasing in the lead-up to the introduction of RBT because it triggered, for drivers, a fear of being caught drink driving. RBT led to the introduction of the booze buses where further testing could occur.

Source: Stanley, A. 1982. "Publicity on tests hammers fear in drivers". The Daily Telegraph, December 16: 5. 

Below is a newspaper advertisement explaining how RBT would work. It was "quite simple".

The legacy of RBT

The introduction of RBT has contributed to the overall decrease in the road toll in NSW. By 1985, the annual road toll had dropped to less than 1100. By 2021, the road toll had dropped to 270, the lowest figure since 1923 (COVID restrictions, especially in the second half of 2021, meant fewer vehicle movements), before settling at 349 in 2023.

Other key figures that show the success of RBT include:

• The share of deaths resulting from drink driving annually has halved from around 40% to as little as 17%.
• The overall number of deaths as a result of drink driving has decreased by nearly 90% in the past four decades.

RBT has also changed the way that people drink when they are out. One could no longer stop at the pub for a drink on the way home if they were driving or restricted their drinking. On the positive side, it encouraged responsible drinking, and for those who wished to have a drink, consider other options for transport, such as using public transport, having a friend or family member drive who would not drink, or using taxis (and ride-sharing in more recent years).

1991: Conception of the Rivercats

Rivercat Nicole Livingstone in action on the Parramatta River. Taken by the Author (2022)

Last year saw the commencement of the retirement of the Rivercat ferry fleet on Sydney Harbour. It commenced with Betty Cuthbert, followed by Evonne Goolagong and Nicole Livingstone. Only four Rivercat ferries remain, with the new Parramatta Class ferries being introduced into service.

In 1991, Transport Minister Bruce Baird announced that seven Rivercats would be built, providing seating for 150 people. This would also enable the extension of ferry services to Parramatta, which commenced in 1993.

 

Source: Anon. 1991. "Higher". The Daily Telegraph Mirror., May 11: 4. 

At the time, ferry services on the Parramatta River were operated by First Fleet class ferries. The new Rivercats promised commuters faster trips along the Parramatta River. Express ferries from Parramatta to Circular Quay, stopping only at Rydalmere, would only take fifty minutes to complete the journey.

The NSW Government followed through, with seven Rivercats entering service between 1992 and 1995, ultimately having a capacity of 230 people.

Related Entry

1993: Rivercat Services to Parramatta Commence

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.

1999: Mark Latham and Badgerys Creek Airport - Feature

In 1999, the Federal Government announced that a second Sydney Airport would be located at Badgerys Creek. This did not imply that approval to build the airport was given. It gave certainty that if a second Sydney Airport was built, it would be at Badgerys Creek. It was not until 2014 that the Federal Government under Prime Minister Tony Abbott announced that construction would go ahead, leading to the new airport due to open in 2026. 

Mark Latham (ALP, Werriwa) may have sat on opposition benches at the time but agreed that Sydney needed the second airport at Badgerys Creek, not to mention that those in his electorate of Werriwa were set to benefit. Latham was also mayor of Liverpool from 1991 to 1994 and identified the benefits that it would bring to it.

Source: Latham, L. 1999. "Get ready for take-off from Badgerys Creek". The Daily Telegraph, June 11: 11. 

1998: Variable Speed Limit Signs is introduced

This year is 25 years since Sydneysiders were introduced to variable speed signage signs. 

There were speed advisory signs on the F6 Motorway (now known as Princes Motorway) when it opened in 1975, but they were primarily used to alert drivers of hazardous road conditions and recommend that they slow down.

The variable speed limit signs, which are now standard on Sydney motorways, were introduced first on the M4 Motorway in 1998. Below is a newspaper advertisement that was used to educate drivers on the new signs. 

 

Source: Roads and Traffic Authority. 1998. "Coming to the M4". The Daily Telegraph, December 14:14.

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.

1998: Olympic Boulevard opens

This week marks 25 years since Olympic Boulevard was open to pedestrians (and vehicles) on 30 November 1998. Costing $33 million, this was to be the main artery for pedestrians accessing venues at Sydney Olympic Park as part of the 2000 Olympic Games.

When no events are held, one can drive their car down the boulevard as a local road.

 

Source: McDougall, B. 1998. "The road to glory". The Daily Telegraph, December 1: 17. 

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