EASTERN SUBURBS RAILWAY

SIGNALLING DESIGN

BY: R. J. LOGAN, S IGNAL DESIGN ENGINEER

SIGNALS & COMMUNICATIONS BRANCH

P.T.C. OF N.S.W.

EASTERN SUBURBS RAILWAY

Signal l ing and Communications Aspects.

Background.

From the s igna l l ing and communications po in t o f view the Eastern

Suburbs Railway p r o j e c t commenced i n 1967 with the pawing of an Act author is ing

t h e construction of a l i n e t o Bondi Junction and thence t o Kingsford i n

accordance wi th the De Loew Cather, and Company repor t of 1962.

P r i o r t o t h i s a l i n e t o t h e Eastern Suburbs had been sought before

1877 and had been sub jec t t o recommendations by Royal Commissions i n 1890

and 1896. D r . J . J . C . Bradfields proposal f o r a City and Eastern

Suburbs Railway received parliamentary approval i n 1915. An Act was passed

in 1947 f o r completion o f the City Circ le and bui ld ing of l i n e s i n t o t h e

Eastern Suburbs which r e s u l t e d i n s i te works progressing u n t i l 1952 when a

recess ion caused works t o cease. No s i g n a l l i n g o r communications design work

had been commenced over t h i s per iod u n t i l it became necessary i n 1967.

The for tunes of the Eas tern Suburbs Railway a r e we l l documented i n

a newspaper i t e m published i n 1965 when the then Labour premier announced t h a t

the rai lway would go ahead (Fig. 1).

The problem facing Signals and Telegraph Engineers i n 1967 was what type

of s i g n a l l i n g t o provide on a new l i n e , i n a n e r a when automatic t r a i n operat ion

with cab s i g n a l l i n g was w e l l es tabl ished, when t h a t l i n e must become p a r t of an

extensive suburban system based on t h e technology of t h e 1920 'S.

The decision taken was t o adhere t o wayside s i g n a l s and t r a i n s tops thus

e l iminat ing the need t o modify r o l l i n g stock and re-s ignal t h e o l d a r e a s of

t h e network, however f u l l advantage would be taken of modern equipment and

mate r i a l s i n t h e form of miniature plug i n re lays , e l e c t r o n i c timing r e l a y s ,

j o i n t l e s s t r ack c i r c u i t s , s o l i d s t a t e remote con t ro l equipment and a modern

type of t r a i n s t o p mechanism.

I n 1973 approval was given f o r t h e res igna l l ing of the inner Sydney Area

with one Signal Box t o con t ro l t h e former S t a t i o n West, S t a t i o n East,

Wells S t r e e t and I l l awar ra Junction s i g n a l boxes and a t t h i s time it was decided

t o con t ro l the Eastern Suburbs l i n e from the new Signal Box v i a s o l i d s t a t e

time d iv i s ion multiplexing equipment with the a i d of t r a i n desc r ip t ion and

automatic platform i n d i c a t o r operat ion based on the new s i g n a l box computer.

P r i o r t o 1973 thC con t ro l of t h e Eastern Suburbs l i n e was t o have been from a

s i g n a l box on tne platform a t Central .

The l i n e approved i n 1967 was t o run from Ersk inev i l l e t o Central thence

t o Bondi Junction and on t o Kingsford and work was progressed accordingly

fiowever i n 1976 the Government abandoned t h e sec t ion from Bondi Junction

t o Kingsford without any site works having commenced beyond Bondi Junction t o

give the e x i s t i n g arrangement (Fig 2) with a somewhat l imi ted t u r n back

f a c i l i t y a t Bondi Junction.

To m e e t Marketing requirements a decision was reached t h a t the Railway

would open i n an i s o l a t e d mode providing a high frequency s h u t t l e s e r v i c e

between Central and Bondi Junct ion with an in teg ra ted s t age t o follow when

s u f f i c i e n t double deck r o l l i n g stock was ava i l ab le t o run a l l se rv ices on the

I l l awar ra l i n e s . The second s t age has no t y e t a r r i v e d and a decis ion has y e t

t o be made when i n t e g r a t i o n w i l l occur.

To s impl i fy opera t ion of t h e th ree in ter lockings under i n t e g r a t i o n the

provis ion of automatic rou te s e t t i n g by t h e Sydney Signa l Box computer is

cur ren t ly being inves t iga ted .

I n the s h u t t l e se rv ice mode t h e t u r n backs a t Central and Bondi Junction

function automatical ly without in te rven t ion of a Signalman.

I n November 1976 an Eas tern Suburbs Board of Review submitted a r e p o r t

t o the Government which r e s u l t e d i n provision o f closed c i r c u i t TV monitoring

of s t a t i o n s , the adoption of automatic f a r e c o l l e c t i o n t o reduce s t a t i o n

manning and a t t r a c t bus/rail passengers, and a s p a r t o f a c o s t c u t t i n g

exe rc i se , t h e e l iminat ion of Woollahra s t a t i o n .

From t h e time of t h e adoption of t h e Board of Reviews' recommendations

t h e p r o j e c t was expedited t o the e x t e n t whereby t h e railway was opened on the

23rd June, 1979, ahead of schedule.

E.S.R. GENERAL ARRANGEMENTS.

The E.S.R. l i n e from Erskinevi l le Por ta l is approximately 10 km long,

with 8.45 km i n 3 sect ions of underground tunnels separated by the Woolloomooloo

viaduct (600 m ) , the Rushcutters Bay viaduct (800 m) and an open cut t ing a t

Woollahra (150 m ) . A l l 7 s t a t i ons a re underground with i s land type

platforms. For the most p a r t the down and up tunnels a re separate tunnels.

The signeilling is double l i n e automatic with interlockings a t Central,

Martin Place and Bondi Junction where head-in terminal roads a r e provided for

storage and reversal of t r a in s . An addi t ional storage road i s provided a t

Bondi Junction of f the end of the Down Line. A t r a i l i n g crossover i s a l so

provided a t the a r r i v a l end of Bondi s t a t i o n so t h a t t r a i n s may reverse

d i r ec t l y from the down platfarm. A pilotman's t r a i l i n g crossover i s provided

a t Edgecliff f o r use i n emergency conditions. The storage and terminal roads

a re s ignal led for and w i l l j u s t accommodate an 8 car t r a i n o r two 4 car t r a in s .

SIGNALLING EQUIPMENT.

The s ignal l ing i s a type of speed s igna l l ing with reduced overlaps

matched t o the Low Speed and Caution indications. Speed checking is

accomplished by approach cleared t r a i n s tops .

The s igna l l ing has been arranged t o contain a s much of t h e equipment as

prac t i ca l t o the s t a t i on areas. Equipnent i n tunnels is l imited t o s igna ls ,

t r a i n stops, point machines and E.S.M.L. locks, impedance bonds, t rack

c i r c u i t matching un i t s , tuning un i t s and a i r cored inductor un i t s , warning l i g h t s

and telephones . Points.

The 7 s e t s of power worked points a re operated by 1 3 Nippon KA 1200

e l e c t r i c point machines. Emergency operation is by key-attached cranks which

a r e normally contained i n Annett locks within s t a i n l e s s s t e e l boxes f ixed t o

the tunnel w a l l s and padlocked with E .S .M.L. locks.

Warning Lights.

Warning Lights, 194 i n a l l , a r e incandescent lit commercial type using

12 v o l t 18+18 watt edison screw lamps and a r e mounted 2.6m up the wall

and w e l l below the tunnel f luorescent l igh t ing .

The warning l i g h t system has var iable s t r ike- in points t o give an

average warning time for a l l l i g h t s .

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S i g n a l s e n d Train Stops.

There a r e 155 s i g n a l pos i t ions on t h e E.S R. and repeat s i g n a l s are added t o

43 of these. Signal spacing i s a maximum a t and on t h e departure s ide of the

platforms (210m approx) , clos ing up t o t h e approach t o platforms (45m approx) . The s i g n a l s a r e 5 aspect , tunnel type, double-l ight ind ica t ion . Main aspects

l enses a r e 127m and low speed lenses a r e masked t o 45m. Lamps a r e 1 2 v o l t 2+2

wa t t twin f i lament edison screw type. Lamp cases a r e 1 o r 2 i l ight u n i t aluminium

cases. A f l a t bracket arm extends from an intermediate u n i t which separkates the

upper and lower lamp cases. This support is f ixed t o t h e leading wa l l of cubic les

with s t a i n l e s s s t e e l dynabolts.

S ingle l i g h t u n i t s a re added below f o r t h e low speed ind ica t ions , fox s p o t

s t e n c i l CO (cal l-on) ind ica t ions and added above fox "A" l i g h t s on con t ro l l ed

s igna l s . Transformers, 120 volt/8.5/0.5/1 v o l t 30 VA a r e mounted within t h e l i g h t

u n i t s .

M u t e ind ica to r s a r e used i n conjunction with the low speed and CO ind ica t ions

f o r moves i n t o the terminal roads. These a r e s t e n c i l type with two 130 v o l t 60 watt

lamps except a t Bondi where a multilamp type i s used t o d isplay the l e t t e r "S"

as w e l l a s t h e l e t t e r "T".

On t h e v iaducts t h e l i g h t u n i t s a r e t h e tunnel type b u t pos t mounted with

backgrounds and hoods and f i t t e d with 12 v o l t 18+18 wat t twin f i lament lamps.

The transformers a r e 120 volt / l0/2 v o l t 40VA type and a r e mounted i n a separa te

u n i t f i t t e d t o t h e post.

Train s t o p s , 238 i n a l l , a r e pos i t ioned a t each s igna l , between more widely

separa ted s igna l s , and i n the te rminal roads. The t r a i n s t o p s are Westinghouse

electro-pneumatic type J A with t h e 50 v o l t D.C. con t ro l valve s i t u a t e d i n

the s l iml ine case. C i r c u i t s a r e wired through t r a i n s t o p repea t r e l ays .

Troughing and Cabling.

A four l i n e troughing run conveys communications, con t ro l and power supply

cabling throughout the tunnels . ( I n t h e open t h i s cabl ing is contained i n

concrete su r face ducting) . The troughing i s 16mm th ick , f i r ep roof A.C. i n 2 metre

lengths , and i s supported every two metres on aluminium brackets f i x e d t o t h e

l e f t hand tunnel wal l with two s t a i n l e s s s t e e l dynabolts which a r e insu la ted wi th

nylon from t h e bracket . The i n s u l t a t i o n was provided t o l i m i t t he p o s s i b i l i t y o f

e l e c t r o l y s i s from the l l k v s i g n a l l i n g power supply cable. The t o p 15- X 150m

trough contains the signalling and t r a c k c i r c u i t cables together w i t h 18mm

reinforced P.V.C. hose a i r main. The lower troughs respectively contain Ule 54 p a i r

201b, 40 pa i r 401b and 6 p a i r 201b quad communications cables (125mm X 100mrn)

the E lec t r i ca l Branch low voltage cables (150mm X 150mm), and the l l k v supply

cable (125mm X 100rmn). There a r e three d i f fe ren t arrangements fo r troughing

access i n t o the cubicles a s well a s other variables and the f i t t i n g was necessari ly

l e f t t o the Carpenters on s i t e .

A 25 core s igna l l ing cable connects each re lay room f o r indicat ion of overlapping

c i r c u i t s . A multicore cable, normal s igna l l ing cable fo r burying, together with t he

associated t rack c i r c u i t transmit and receive cables, connects the re lay

room with each s ignal posi t ion. This 20 core cable terminates i n an aluminium

box i n the cubicles on channel mounted terminals with disconnect plugs. The

s ignal , repeat s ignal , t r a i n stop, and nearby warning l i g h t s a re wired from t h i s

termination box. Track c i r c u i t cables are wired d i r e c t t o t h e trackside uni ts .

Relay Rooms and Racks.

I n the re lay rooms the controls f o r each s igna l posi t ion a re grouped on a

standardised panel which accommodates up t o 14 miniature BR. relays and which i s

mounted with up t o 7 others on a rack160h-n X 2280mm. The panel equipment

includes t rack and t rack repeat re lays for t racks up t o the next s igna l , associated

timing re lays fo r these t racks , t r a i n s top indicat ion relays, s igna l con t ro l s and

associated fuses including s igna l and t r a i n s top operating fuses. Intermediate

t r a i n s top indicat ion relays and t h e i r associated t rack timers a re a l so mounted on

individual panels. Channel mounted terminals a re provided f o r inter-panel wiring,

wiring t o the separately mounted t ransmit ters and receivers, power supply wiring

and fo r the multicore cable t o the external equipment. Inter-rack wiring is v i a

terminals on the top of the racks. A t interlockings another bas ic panel

accommodates route button re lays , approach locking relays and the s ignal route

lock re lays . Point equipment panels accommodate the lever relays, point lock

relays, point f ree re lays , point detector and detector lock relays.

The panels a r e mounted i n geographical sequence on the racks and t h e racks

a re separated i n t o down road and up road racks.

Track timing is measured by Westinghouse QTD3 timer and QTRl re lay pa i r s ,

s e t over the sho r t approach t rack t o t he t r a i n s top, one for 27 kmph and one f o r

48kmph. Tolerances i n the timer performance and i n the j o i n t l e s s t r ack

c i r c u i t shunting p o i n t caused s e t t i n g f o r the worst case.

Relay test panels i n the r e l a y rooms a r e f i t t e d with d i g i t a l counters

t o f a c i l i t a t e s e t t i n g of t h e timers. I t was necessary t o set t h e timers i n the

"cold" s t a t e a s times var ied wi th r e l ays j u s t de-energised.

An e l e c t r i c i a n s maintenance diagram is provided i n the r e l a y rooms and

ind ica tes each t r a c k r e l a y s t a t e and each s i g n a l normal o r reverse .

LNI'ERLOCKING AND CIRCUIT DESIGN.

The interlockings a re N.S.W. Standard route s e t re lay type operated

from an entrance e x i t push-push panel with l ine-of-l ight route indications.

The operating panels a re s i tua ted i n the control room a t Central platform and

the b a r r i e r boxes a t Martin Place and Bondi Junction. Accept and home s igna ls

a re provided A t interlockings.

Intermediate home s ignals , s i tua ted between the outer and inner

protecting s igna ls f o r a conf l ic t ing move, a re provided f o r following t r a i n headway

purposes. They a r e f i t t e d with Outer Home (OH) p la tes and, a s such, are

permissive. They are not f i t t e d with route s e t t i ng push buttons and are

through s e t by the operation of the push button a t the outer s ignal a s a s t a r t

and operation of t he next button a t t h e inner signal as a f in i sh . The

intermediate s igna ls each have t h e i r own route lock re lays but their button

reverse re lays , button normalising re lays , commence re lays and f i n i s h re lays ,

are deleted. They operate otherwise a s individual routes bu t with the normalising

act ion (of the s t a r t button pulled) held by an approaching t r a i n which has

entered t h e overa l l route.

Automatic Working.

The interlockings a t Central and Martin Place can be closed f o r automatic

through working on the up and/or down roads.

A t Central and Bondi the interlocking can be set for automatic point

and s igna l operation f o r continuous reversal of t r a i n s v i a t h e terminal roads.

The terminal road must be unoccupied fo r each a r r iv ing t r a in .

The automatic reversing is achieved by simulating the button operations

and u t i l i s e s t h e normal interlocking and control c i r cu i t s .

After manually s e t t i n g the a r r i v a l routes i n t o the terminal road the

operation of t h e automatic reversing switch w i l l energise an automatic re lay

(Auto R ) . This re lay qua l i f i e s the lever s t i cks of a r r i v a l s igna ls up t o

the home s ignal protecting t h e facing points and these re-clear automatically.

Circui ts , controlled by t rack c i r c u i t occupancy conditions, energise

re lays t o p a r a l l e l the operation of the push buttons i n the required sequence.

The incoming home s ignal route i s normalised only a f t e r the points t racks a r e

cleared and the t r a i n has occupied t h e terminal road t rack which is 8 car t r a i n

length ahead of t h e entry facing points. This c i r c u i t i s b u i l t up d i r ec t l y i n

the s ignal button (N)R re lay c i r c u i t . The e x i t s ignal s t a r t push button operation

is simulated by a slow release re lay energised over the Automatic re lay ,

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the po in t s f r e e t o move, t h e departure t r a c k s c l e a r t o t h e c l ea r ing po in t and the

terminal t r ack occupied. The e x i t s i g n a l route f i n i s h but ton is s inu la ted by a

r e l a y energised over t h e e x i t route commence re lay . The route i s normalised by

a path b u i l t up i n the but ton (NI R r e l a y c i r c u i t which i s completed when the

points t r a c k s have been c leared and t h e t r a i n has occupied a platform t r a c k one t r a i n

length ahead of t h e departure fac ing points . This same t r ack occupied completes

t h e en t ry s i g n a l s t a r t but ton automatic r e l ay c i r c u i t a s soon a s t h e po in t s a r e

f reed and provided t h e t r acks t o t h e c l ea r ing po in t a r e f r e e . The terminal road

f i n i s h push bu t ton automatic r e l a y i s energised over t h e e n t r y route commence re lay .

Thus t h e e n t r y rou te w i l l set on the departure of the e a r l i e r t r a i n and i s not

sub jec t t o the a r r i v a l of another t r a i n . The sequence repea t s i t s e l f f o r each

t r a i n with each rou te being re leased and t h e next rou te c a l l e d only a f t e r the

t r a i n has c leared t h e po in t t r a c k s and occupied a d e s t i n a t i o n t r a c k an 8 c a r

t r a i n length ahead of t h e fac ing po in t s .

A t Bondi Junction No. 910 ca tchpoints a t t h e e x i t of t h e s torage road a r e

automatical ly normalised under route s e t t i n g condit ions when the r o u t e s r equ i r ing

t h e m reverse a r e normalised and t h e po in t s t r a c k s a r e c l e a r . I n t h e case of a

t r a i n depar t ing the s id ing t h e ca tchpoints a r e fac ing and automatic normalising i s

a l s o sub jec t t o occupation o f t h e platform t rack , one t r a i n length ahead. An

audible alarm i s given t o t h e Signalman i f ever t h e ca tchpoints a r e reverse

10 seconds a f t e r a t r a i n has occupied t h e rou te and c leared t h e po in t s t r acks .

C i r c u i t Wiring Design.

An e f f o r t was made t o devise wiring and layout design t h a t would, r e s u l t i n

s tandard modular panels with a s much of the in te rwi r ing a s p r a c t i c a l contained t o t h e

panel with t h e ob jec t ive t h a t t h i s would s impl i fy and f a c i l i t a t e design,

cons t ruct ion and f a u l t f inding. External equipment connects t o te rminals on

t h e panels v i a mult icore cable .

This r e s u l t e d i n 4 b a s i c panels , one f o r s i g n a l con t ro l s , one f o r

intermediate t r a i n s tops con t ro l s , one f o r s i g n a l in ter locking and one f o r po in t

in ter locking.

EXISTING CITY UNDERGROUND.

The e x i s t i n g c i t y underground has t h e following d i f f e r e n t featureswhen

compared with the E .S. R.

- Insula ted j o i n t , s i n g l e r a i l , 50 Hz, A.C. t r ack c i r c u i t s with two element

vane t r ack re lays .

- 120 v o l t two element vane l i n e she l f r e l a y s .

- 120 v o l t motor gear t r a i n type t r ack timing r e l a y s .

- Track and control r e l a y s s i t u a t e d i n loca t ions b u i l t i n t o t h e s i g n a l cubic les

i n t h e tunnel walls .

- Signal Branch EP t r a i n s tops with separa te magnet valves and with c i r c u i t s

wired through t h e r o t a r y con tac t s wi th in t h e t r a i n s tops .

- EP po in t s equipment without emergency operat ing f a c i l i t y f o r Rai l Operations

s t a f f . - Single core cables .

- The warning l i g h t system i s a c t i v a t e d when t h e t r a i n leaves a s t a t i o n giving

va r iab le warning t i m e s dependent on t h e d i s t ance of each l i g h t from t h e s t a t i o n .

- A t S t . James,

Type H l e v e r in ter locking machine i n a s i g n a l box s i t u a t e d o f f platform wi thin

the tunnel .

Two p a r a l l e l s id ings between t h e up and down roads f o r r e v e r s a l of t r a i n s .

Automatic r eversa l o f t r a i n s set up by a qual i fy ing l ever i n t h e s igna l box.

Signals and po in t s r e s t o r e t o normal and automatic po in t and s igna l opera t ion

i s i n i t i a t e d only with t h e a r r i v a l . o f each t r a i n f o r r eversa l . The mechanical

in ter locking between t h e s igna l and point l e v e r s concerned is q u a l i f i e d and not

u t i l i s e d . Facing po in t replacement is not always subject t o t r a c k occupancy

a t r a i n length ahead.

A caution, not low speed s igna l , i s given f o r e n t r y i n t o t h e terminal roads.

- No accept s igna l ex t h e Automatic Sect ion approaching fac ing po in t s .

- No Outer Home Signals .

- Condit ionally, no over lap maintained ahead o f platform entrance and e x i t

s igna l s .

- Four intermediate t r a i n s tops per s t a t i o n .

MART1 N PLACE. HOME SIGNAL AT TURNOUT TO TERMINAL ROAD

WOOLOOMOOLOO VIADUCT. AUTOMATIC SIGNAL

MARTIN PLACE : TERMINAL ROAD E X I T P O I N T S

C I T Y UNDERGROUND. ENTRANCE P O I N T S T O TERMINAL S I D I N G S , S T . JAMES, SHOWING S I G N A L BOX C A B I N

MARTIN PLACE. OPERATING CONSOLE

MARTIN PLACE . DOWN PLATFORM

MARTIN PLACE RELAY RACK. FRONT VIEW MARTIN PLACE RELAY RACK. REAR VIEW

Spans 88 Yeam A railway lhnkinq tlne Eastern Suburbs and the'citv has been

the subiect of prophec~es, discussiol~s, iavesfigatiu~~a, plans, starts

the railway to ,Bondi Junction but he would not comment on its plans , for resuming work oh the scheme.

1961, July: The Leader of the State Opposition, Mr R. \V. Askin, said the Govern- ment must decide whe- ther it would go ahead with the railway. After

. ~ 2 . 5 ~ of pllblic money on the scheme, nothing had been done for the past 10 years, he said.

C o n s r c l t i ~ t ~

6 , g : state cabinet decide, to ilbandon the railway linking Mascot with Maroubra Beach and to engaF a corn- pany of American con- sulting engineers, De Leuw, Cather and Co., to report on Eastern Suburbs- . transport needs. 1963: De Leuw,

Cather Co. in October recommedded construction of railway to f29m Chalrners Street to Icingsford, with stations at Hall, ~~~~i~ place, ~ c i ~ ~ , ~ c ~ ~ ~ , Rushcutters B ~ Y , Edge-

~ ~ ~ l l ~ l l ~ ~ , Oxford street, . QLleenVs Park, Randwick and Univer- ,ity of N.S.W C ~ ~ n m o n t , " e ~ l ~ ~ crartt fit 1964: The Premier,

~ r r r e n s h a w , said in

shead with the railway if thz Commonwealth made a grant towards i t

and stops for 88 years. This is the history

of tke railway: The' Bishop of

Sydney advised church- wardens of an Eastern Suburbs parish not to dispose ot certain waste lands because "laiid values will improve when the new failway goes through."

The Secretary for WOr's "g- gested a rai'vJay through the Eastern Suburbs.

' 'Mu~t be Gone .

1 1915: The 1 Government estimctcd i the cost a

lunction at i £ 1,150,000. ,

192n m e Lan8 : Government estimztcd ! the cost of the line from

the city to Eondi Ivno tion at "less than f 2~~1.'~ i 1820: The Prcmtnr*

j Mr (Inter Sir) Thomas i Bavin, told a ~ ~ P u W i tion seeking f ~ r l h ~ r m- 1 sists*& for tllc unem- i ploycd durin3 dc- I pression: '"T'he Eosf+?m I Suburbs railv~a~ m!lst

I be gone on with? ,

i Estonsionra i

/ An,nozrrre~d 0 The' McKc11

Government aXl~0unc2d eritensiohs to th.: C ~ C - tric railway systcm to cost about. f25m. CYL-

I cluding land rcsump- ] tions, and embracing

new railways to the Eastern Suburbs and to the South-eastern Sub- urbs.

1949: The Transport Commissioner, Pdr R. Winsor. said BC.$ ttI19 first ~ t o g c of th.: Emt-

ern Suburbs Railway- between Martin Place and Bondi Junction - would be completed in December, 1953.

1949: Preliminary work on the railway began. ' 1951: Mr Winsor said it was hoped to open the railway fronl Chalmers Street Bondi Junction early in 1955. He said two tunnels had been driven from Sir John Young Crescent, Woolloomoo- 100, to Phillip ' Sheet. City-

1952: Work on the railway came to a halt during the recession. In Idy, 1952, the then Commissionef for Rail- Ways, Mr ICeith Fraser, said that at the current rate Td'f construction the r a i l ~ a y @ Bondi J u ~ c - tion would bc complct- ed in 40 yen*.

"'xplore AM A vQncres,, 19% The then

Leader of fie State Opposition, Mr P. H. .&forton, said that a Libzral Govemmcnt would .explore all

the Errtcrn Suburbs rail- way buib and o p ~ r a t ~ d by P H V C ~ ~ cnter~rise- 195S: The then Mini-

stcr for Transport, Mr A. G. Enticknap, said the Government had not decided to abandon the railway. Het said be had asked the Riilways Commissioner, Mr N. hjccusker, for a report on all aspects of the proposal.

$951, May: The then Prcrnier, Mr R. I. Hef- frcn, said the Govern- meet was favourable t o ~ ~ ~ s construction of

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