THE UNIVERSITY OF

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For further information contact the University’s Copyright Service. sydney.edu.au/copyright THE RAILWAY STATIONS OF

1855-1980

Stuart Alan Sharp

This thesis is submitted in partial fulfilment of the requirements of the degree of Master of Economics in the Department of Economic History at the University of Sydney.

August, 1982.

COPYRIGHT THE RAILWAY STATIONS OF NEW SOUTH WALES

1855-1980

PART FIVE

CONCLUSIONS 1

TABLE OF CONTENTS

PART ONE: INTRODUCTION

1. INTRODUCTION 2. METHODOLOGY

PART TWO: STATION BASE DATA

3. STATION BASE DATA

PART THREE : ENVIRONMENT BASE DATA

4. THE DECISION MAKERS & THE PROCESS

5. OVERSEAS INFLUENCES

6. USER NEEDS & RESPONSES

7. STATEWIDE & LOCAL FACTORS 8. MATERIALS & BUILDING METHODS

9. STATIONS IN ART & LITERATURE 10. IMPACT ON NON N.S.W. STATION BUILDINGS IN N.S.W

11. RECYCLED BUILDINGS

PART FOUR: C.HRONOLIGICAL HISTORY

12. EARLY VICTORIAN 1851-1860

13. MID VICTORIAN 1861-1878 14. HIGH VICTORIAN 1879-1892

15 . LATE VICTORIAN 1893-1900

16 . EDWARDIAN 1901-1916

17. TRANSITION 1917-1929

18. EARLY MODERN 1930-1944

19. AUSTERITY 1945-1954

20 . MID 2OTH CENTURY 1955-1980

PART FIVE : CONCLUSIONS

21 CONCLUSIONS 11

CHAPTER OUTLINE - VOLUME SIX

PART FIVE: CONCLUSIONS

CHAPTER DESCRIPTION PAGE

21 Conclusions 1

21.1 Introduction 2

21.2 Impact and Contribution 2

21.3 Architecture and rail development ^ 4

21.4 Architecture and environmental change 6

21.5 The Nature of architectual change 11 21.6 Interest in station designs 14

21.7 Provision of facilities 17

21.8 Design features 19

21.9 Materials 20 21.10 Construction Methods 21

21.11 City versus country 22 21.12 Standardisation 23 21.13 The Decision makers 24

21.14 Applicability of Freeland's typology 25 21.15 Miscellaneous environmental factors 25

21.15.1 Overseas influences 25 21.15.2 Influences from non New South Wales Government and Private Railways 25 21.15.3 Recycled buildings 26 Bibliography 27

***********

Bibliography for Complete Thesis 29 iii

LIST OF FIGURES

INDEXED BY NUMBER iv

Station Volume

Perthville 1 89 Wingen 1 89 standard design 1 90 1 91 Caragabal 1 91 Fairfield 1 42 Ashfield 1 42 Rydal 1 43 1 43 Ashfield 1 44 II 1 44 Sydney 1 45 ft 1 45 Maitland 1 46 Petersham 1 46 Bowenfels 1 47 Picton 1 47 Stanmore 1 48 Auburn 1 48 Narrandera 1 49 h 1 49 Millthorpe 1 50 Bomen 1 51 West Tamworth 1 51 Liverpool 1 52 Stanmore 1 53 Sydenham 1 53 Capertee 1 54 Gunning 1 54 1 55 II 1 55 n Carrick 1 56 Lindfield 1 56 Hilldale 1 57 Toolijooa 1 57 Breadalbane 1 58 Raglan 1 59 h 1 59 Lewisham. 1 60 II 1 60 Kiama 1 61 II 1 61 Ivanhoe 1 62 standard plan 63 v Fi< No Station • Volume

44 Nambucca Heads 1 64 45 East Hills 1 64 46 Bombo 1 65 47 Fassifern 1 65 48 Umbango 1 66 49 Naweenda 1 66 50 Elderslie 1 67 51 Guildford 1 68 52 1 68 53 Mount Druitt 1 69

54 " 1 69 55 Pokataroo 1 70 56 Warren 1 70 57 Grenfell 1 71

58 " 1 71 59 Burren 1 72 60 Campsie 1 72 61 Waratah 1 73 62 Waverton 1 73 63 1 74

64 " 1 74 65 Redfern Receiving Station 3 1 24 66 Rookwood 3 1 24 67 Royal National Park 3 1 25 68 Como 3 1 25 69 Port Kembla North 3 126 70 Lidcombe 3 1 26 71 Campbelltown 3 1 27 72 Burwood 3 1 27 73 Finley 3 1 28 74 Oaklands 3 1 28 75 Aylmerton . 3 1 29 76 Galong 3 1 29 77 Fassifern 3 * 1 30 78 Griffith 3 1 30 79 Glencoe 3 131 80 Glenbrook 3 131 81 Walcha Road 3 132 82 Marinna 3 1 32 83 Old Junee 3 1 33 84 Kywong 3 133 Flemington 3 1 34 Illabo ' 3 1 34 vi

Station . Volume

Mungindi 3 135 Marinna 3 1 35 Corowa 3 136 " 3 136 " 3 137 Ganmain 3 137 3 138 Whittingham 3 138 Telarah 3 1 39 " 3 139 Cheltenham 3 140 " 3 140 Warwick Farm 3 141 Culcairn 3 141 " 3 142 Yanco 3 142 Berrigan 3 143 Parkville 3 143 Mittagong 3 144 3 144 Moree 3 145 Whitton 3 145 Jerilderie 3 146 Cowra 3 146 3 147 Breeza 3 147 West Tamworth 3 148 Queanbeyan 3 148 Taree 3 149 Junee 3 149 «* Hay 3 150 Bungendore 3 150 Omega 3 151 standard plan 3 1 52 Lake Cargelligo 3 153 Coopernook 3 1 54 Mooreland 3 154 - 3 1 55 Cobar 3 155 Tumut 3 156 Belmore ' 3 156 East Hills . _ 3 1 57 > • High Street 3 157 vii Figure No. Station Volume Page

1 30 Gerringong 3 158

1 31 Lof tus 3 158

1 32 Leeton 3 159

1 33 Griffith 3 159

134 Coonamble 3 160

1 35 3 160

136 Redfern 3 161

137 Granville 3 161

138 Rov/ena 3 162

1 39 W i n g h a m 3 162

140 Raleigh 3 163

141 Blackheath 3 163

142 Woy Woy 3 164

143 3 165

144 Rydal 3 165

145 Gravesend 3 166

146 standard drawing 3 167

147 Scone 3 1 68 II 147A 3 168

148 Dundee 3 169

149 Cowra 3 169

1 50 Canberra 3 170

1 51 Newcastle 3 170 II 1 52 3 171

153 Hay > 3 171

1 53A Cockle Creek 3 310

154 Moree 3 31 1

155 M i n n amurra 3 31 1

156 Guildford 3 312

157 Marayong 3 31 2

158 Harris Park 3 313

159 3 313

160 Burcher 3 314

161 Narrandera 3 314

162 Hay 3 314

163 Mount Victoria 3 315

164 Carrathool 3 31 5

165 Milguy 3 316

166 Aberdeen 3 31 6

166A Waratah 3 317

167 Newtown 3 316

168 Towradgi 3 318 II 1 69 3 318 Vlll Figure No. Station Volume Page

170 Ardlethan 3 319

171 Nulabor 3 319 172 Sydney 4 33

173 Campbelltown 4 33 174 4 34

175 4 34

176 Parramatta Junction 4 35

II 177 4 35

178 Honeysuckle Point 4 36

II 179 4 36 180 Burwood 4 72

181 Bundanoon 4 73

182 Menangle Park 4 73 183 Marulan 4 74 184 Menangle 4 74

185 Mount Victoria 4 75 186 Goulburn 4 75

187 Wallerawang 4 76 188 Brewangle 4 76

189 Kelso 4 77 190 Bathurst 4 77 191 Katocmba 4 78 192 West Tamworth 4 78

193 Harden 4 79 194 Tamworth 4 79 195 Maitland 4 80 196 Wagga Wagga 4 123

197 Uardry 4 123 198 Byrock 4 124

199 Glen Innes 4 124

1 99A Bethungra 4 125

200 Binalong 4 125

201 Tenterfield 4 126

202 Werris Creek 4 126 203 4 127

204 Junee 4 127 205 Spring Hill 4 128

206 Blacktown . 4 128

207 Eskbank 4 ■ 129

208 Newtown 4 129 209 Burwood 4 130 210 Granville 4 130

211 Petersham 4 131

II 212 4 131 IX Figure N o . Station Volume Page

21 2A Summer Hill 4 132

21 3 Table Top 4 133

214 Ettamogah 4 133

215 Maryvale 4 134 215 Kentucky 4 134

217 Shellharbour 4 135

218 Awaba 4 135

219 Sunnyside 4 136

220 Otford 4 137

221 Kingswood 4 137

222 Liverpool 4 138 223 Corowa 4 138

224 Temora 4 139

225 Waverton 4 139 225A Forbes 4 140 226 Yass Town 4 141 2 26A Hamilton 4 141

227 Breeza 4 142

228 Croydon 4 143 229 Petersham 4 143 230 Newtown 4 144 231 , Summer Hill 4 144

232 Katoomba 4 145 233 Kiama 4 145 234 Auburn 4 146

235 Gerringong 4 167

236 St. Leonards 4 168 237 Wollstonecroft 4 168

238 Parkes 4 169

239 Byron Bay 4 169 240 Canterbury 4 170

241 Cabramatta 4 171

242 Canley Vale 4 171 243 Turramurra 4 172

244 Epping 4 172

245 Green Swamp Road 4 173 246 Berrigan 4 173

247 Barraba 4 174

248 Moulamein- 4 174

249 4 175

250 Oolong 4 205 251 Ravensworth 4 205

252 Frampton 4 206 ¥ * X Figure NO. Station Volume Page

253 Urana 4 206 254 Galong 4 207 255 Bowning 4 207 256 Branxton 4 208 257 Ourimbah 4 208 258 Valley Heights 4 209 259 Moree 4 209 260 4 210 261 Peak Hill 4 210 263 Strathfield 4 211 264 II 4 212 265 Sydney 4 21 2 266 It 4 213 267 II 4 213 268 II 4 214 269 II 4 214 270 Humula 4 21 5 271 Denman 4 215 272 Merriwa 4 216 273 Culcairn 4 216 274 Linden 4 217 275 Goondah 4 217 276 Fassifern 4 218 277 Bowral 4 218 278 Mittagong 4 219 279 Moorlands 4 219 280 Toronto 4 220 281 Punchbowl 4 220 282 Culgoora 4 221 283 standard drawing 5 36 284 II 5 37 285 II 5 38 286 Wej a 5 39 287 Forest Hill 5 39 288 Burgooney 5 40 289 Lake Cargelligo 5 40 290 II 5 41 291' Matakana 5 41 292 Tahmoor 5 42 293 Box Tank 5 42 294 Broken Hill 5 43 293 Willow Tree 5 43 296 H 5 44 XI Figure NO. Station Volume Page

297 Eungai 5 44 29 7 A Tallimba 5 45 298 II 5 45 299 standard drawing 5 46 300 Lake Cowal 5 47 301 North Star 5 47 302 Goolagong 5 48 303 Punchbowl 5 48 304 Casino 5 49 305 Villawood 5 49 3 05A Sefton 5 50 305B 5 50 306 Yagoona 5 51 307 5 51 308 Pymble 5 52 309 Birrong 5 52 310 Yagoona 5 53 311 Croydon 5 54 312 Burwood 5 54 313 Turella 5 55 314 Padstow 5 55 315 Carramar 5 56 316 Padstow 5 56 317 Teven 5 80 318 Tyumba 5 80 319 Jannali 5 81 320 Warren 5 81 321 Guildford 5 82 322 Condobolin 5 82 323 Pennant Hills 5 83 324 Dulwich Hill 5 83 325 Griffith 5 84 326 Morisset 5 84 327 Roseville 5 85 328 Miranda 5 85 329 Mount Druitt 5 86 330 Seven Hills 5 86 331 Denistone 5 87 332 Quakers Hill 5 87 333 Captains Flat 5 88 334 Dunheved 5 89 335 5 89 336 Rutherford 5 90 337 Menindee 5 » 90 Xll Figi No. Station Volume Page

338 Illabo 5 91 339 Dungog 5 91 340 II 5 92 341 Bomaderry 5 106 342 Cockle Creek 5 1 06 343 Blandford 5 1 07 344 Clyde 5 107 345 Towradgi 5 108 346 II 5 108 347 Waverton 5 109 348 Granville 5 109 349 Dora Creek 5 110 350 II 5 1 10 351 Rooty Hill 5 1 11 352 Broken Hill 5 165 353 Gymea 5 165 354 Granville 5 1 66 355 Croppa Creek 5 166 356 Sawtell 5 167 357 Trangie 5 167 358 Blacktown 5 168 359 II 5 168 360 Hurstville 5 1 69 361 Koolewang 5 169 362 Warrimo 5 170 363 Beresfield 5 170 364 Casula 5 171 365 Mount Colah 5 171 366 Cochrane 5 172 367 Lapstone 5 172 368 Orange East Fork 5 173 369 Broadmeadow 5 173 370 Kembla Grange 5 174 371 Waverton 5 175 372 Guildford 5 175 373 Mount Druitt 5 176 374 Edgeroi 5 176 375 Canley Vale 5 177 376 Coffs Harbour 5 177 377 II 5 178 378 Bargo 5 178 379 Normanhurst 5 179 Lewisham 5 179 Xlll

Figure N o . Station Volume Page

381 Bur v;o od 5 180 382 Murwillumbah 5 180 383 Gosford 5 181 01

CHAPTER TWENTY ONE

CONCLUSIONS 21 . CONCLUSIONS 21.1 INTRODUCTION This Chapter sets out the concluding remarks of the thesis under a number of subject headings. 21.2 IMPACT AND CONTRIBUTION Unlike station buildings in the Uniked Kingdom and the United States of America, those in New South Wales have not made a great impact on people or anything else. There are very few references in art and literature to stations and buildings. Newspapers have similarly displayed little interest in them. Even interest groups such as local historical societies have displayed not much more than token recognition of their existence. Parliamentary debates reflect on infrequent occasions community aspirations for improved facilities and have shown less regard for structures per se. Decision makers have seldom held any regard for station buildings other than as a good medium for cost cutting. This absence of attention has possibly permeated into residents and users who have been more interested in the provision of passenger and freight services. Officials did little to stimulate interest in buildings. There were five reasons. Firstly, "many lines...had been open for the conveyance of passengers under construction conditions well before the (opening) date." ( 1 ) In this way, passengers became accustomed to using railways without the luxury of stations or station buildings. Secondly, in some cases, such as the line to Brewarrina, there was apparently no opening ceremony. ( 2 ) Thirdly, when there was an official opening, there was frequently no "demonstration" at the station to celebrate the event, as in the case of Wagga Wagga. (3 ) Fourthly, when a demonstration was held, there

(1) The Railway News, Vol. 33, No. 3, May-June, 1981, p. 58. (2) See The Brewarrina Times, 14th August, 1901,p.2. (3) K. Swan, A History of Wagga Wagga, City of Wagga Wagga, 1970, p. 131. 03 would often be no member of the Cabinet to open the (4 railway, as in the instance of Wollongong. ) Fifthly, at many opening ceremonies, the station building was not completed, as at Albury. (5 ) Even when stations were open, users found considerable complaints about the absence of facilities, such as refreshment rooms and porter services. In addition, engineers traditionally located stations on the perimeter / g of urban centres making it inconvenient for many travellers. In the Sydney area, it has often been a problem finding the station.^ The small impact of station buildings on people has also been the result of the limited functions carried out in the structure. Unlike the American experience, station buildings in New South Wales have never combined passenger functions with freight functions. Although New South Wales buildings have included parcels and "out-ofs" duties, freight has always been handled at a separate freight shed usually some distance from the platform. Thus, New South Wales station buildings have never been the attraction of their counterparts in some overseas countries. With the low level of impact, one would expect the contribution of buildings to economic, social and political activity to be similar. However, this was not entirely the case. Although there was seldom any direct political interference in the standard of designs, decision makers responded accurately to political expectations about the symbolic role of buildings. 1 In this manner, station structures became a tool of politics. However, considering that engineers consistently adjusted the standard of structures to the centres they served, there was little abuse of public funds in regard to standards. In many

(4) W.G. McDonald, In Re a Gentleman, Wollongong, Illawarra Historical Society, 1972, p. 15. (5) W .A. Bayley, Border City, Albury City Council, 1976, p. 108. (6) The policy of placing buildings in prominent positions at the ends of streets was restricted to the period 1858-1880. (7) The 1972 Sydney Area Transportation Study report said: "On many occasions people are unaware where the local railway station is located, because there are rarely any signs pointing the way to the station. See New South Wales, Sydney Area Transportation Study, Vol. 3, Sydney, 1974, p. 3-42.

(8) This is not to say that there has been no political interference in the decision to erect a building or erect a replacement building at a particular location. 04 cases, the structures served not one individual but a whole town and thus the benefits were shared. It is because station buildings were effective symbolic indicators of urban or regional progress that they made a significant contribution to the psychological growth of towns and cities. Also, the fact that in many cases engineers had to extend parcels offices and the high proportion of references in Parliamentary debates to congestion at ticket office windows compared to other building matters demonstrates that station buildings made a significant contribution to the revenue of the Department of Railways. However, that same level of revenue might have been achieved or even excelled had approving officers adopted more economic construction and operating techniques ( 9 ) that are referred to later.

21.3 ARCHITECTURE AND RAIL DEVELOPMENT

Railway station architecture in New South Wales is an indicator of the spatial development of the rail system. It correlates with the traditional view of the growth of the network. Wotherspoon refers to the "three main periods of activity" in the construction of the rail system.^ ^ He cites an "initial spurt of activity in the late sixties", "a boom of major proportions from the late seventies to the late eighties" and "a minor boom in the first decade of the twentieth century". (11 ') Railway station architecture changed roughly in accord with this pattern. Whitton's second class design, introduced in 1858 at Campbelltown, relates to the initial boom period and his 1875 first class and standard roadside designs for Bathurst and Gunning respectively accord with the second. Deane's skillion roofed type of 1889 at Toolijooa and his pioneer design at Warren in 1897 refers to the third period of activity. Following from Wotherspoon's time periods, Butlin discusses the next

(9) See section 21.4 (10) G. Wotherspoon, "The determinants of the Pattern and Pace of Railway Development in New South Wales, 1850-1914", Australian Journal of Politics and History, Vol. 25 No. 1, April, 1979, p. 52.

(11) ibid. 1)5 phase of a c tiv ity , namely that of the 1920s "...when a network of branch lines criss-crossed the main ( ) agricultural and mixed farming areas." 12 For this period of rail development, Wickham supervised the erection of many pre-cast concrete structures of the "Pc/Ac" type. After the branch line era of the 1920s, rail construction virtually halted. In a ll instances, the decision makers endeavoured to achieve economies by standardising the design of station buildings and the use of cheaper materials. For example, of the six types of buildings referred to in the preceding ( 13) paragraph, a total of 807 examples were approved. This represents 48.6% of all buildings approved to be erected in New South Wales. Station architecture tells not only the story of railway development, i t demonstrates the periods of in activity and complexity which surrounded the foregoing periods of activity. For example, the initial designs used on the Sydney-Parramatta line in 1855 with their use of corrugated iron and timber and non-railway appearance reflected the financial trouble of the Sydney Railway Company and the Government in obtaining manpower, materials and funds to carry out the work. The multitude of new designs from the late 1880s until 1900 based on smaller, timber designs of cheaper construction reflected the endeavours of decision makers to meet the general economic c ris is surrounding the 1890s depression. The history of railway station architecture is a series' of periods of design stability separated by periods of instability which roughly equate with the pattern of the overall development of the r a il system and passenger services. However, whilst station architecture is an indicator of overall development, i t does not r e fle c t changes in the annual allocations of capital funds to the railway administration or to the position of annual State budgets.

(12) N.G. Bu11in , Investment in Australian Economic Development 1861-1900, Canberra, Australian National University, 1972, p. 399. (13) Appendix 12, Chapter 3. (14) ibid. uu Station architecture is not a reliable qualitative indicator of investment or operating trends. Neither is it an accurate tool for the disaggregation of total capital allocations for sectoral analysis in that it is not a barometer of expenditure generally in other sectors, such as locomotive acquisitions. On the other hand, the analysis of station designs, based on the quality of architecture and the number of examples, does denote the level of funds being allocated to one area of civil engineering. In the absence of statistics to determine spending levels in this area, an examination of architectural types and their use is the only method of knowing how much money administrators were allocating to stations.

21 .4 ARCHITECTURAL AND ENVIRONMENTAL CHANGE

Set out below is a chronological list of the dates and :Locations of changes in railway architecture . ^ ^ Date Location Type Type No.

1854 Ashfield Combination Office/Residence 1 1855 Sydney Train Shed 2 Newtown Reverse Skillion Roofed 7 1857 Honeysuckle Point Non-standard gable 3 1858 Campbelltown Second class 4 1875 Gunning Standard road side 5 Bathurst First class 6 Katoomba Narrow awning 9 1886 #Fassifern Awningless 15 1889 Toolij ooa Skillion roofed ’ 8 1891 Redfern to Homebush Initial Island platform 11 Redfern Overhead booking office 20 1892 Otford Non-stand bracketed awning 10 1894 Kiama Initial Island/side platform 12 1895 Campsie Extended Rafters 19 1897 Warren Pioneer 18 1900 Strathfield Off-platform 17 1917 Lake Cargelligo Freight station (Ac/Pc) 13 1929 East Hills line Second Island/Side Platform 14 1965 Guildford Quasi Modular 16

(15) The examples are those which started a change. In some cases, examples of the same architecture pre-dated those listed, but these were experimental and, more importantly, did not alter the type of existing architecture. 07

Not only is it correct to refer to dates of architectural change, it is appropriate to refer to periods of change in which decision makers used a number of different designs over a short period of a few years. Set out hereunder are the periods of change:

Period of Nomenclature of Designs Prevailing Design/s Change in Period

1854-58 i) Combination office/ i) Reverse Skillion residence roofed ii) Train shed ii) Second class iii) Reverse skillion roofed i iv) Non-standard gable roof V) Second class

1874-76 i) Standard Roadside i) Stand roadside ii) First class ii) First class

1886-1900 i) Awningless i) Skillion roofed ii) Skillion roofed ii) Initial Island/ Side platform iii) Initial Island Platform iv) Overhead booking office V) Non standard bracketed awning Vi) Initial Island Side Platform vii) Extended rafters viii ) Off platform.

1915-1919 i) Awningless gable i) Freight stations ii) no building (Mt. Hope) iii) Freight stations (Ac/Pc) 1929 i) Second Island/Side i) Second Island/Side * Platform Platform 1965 i) Quasi Modular i) Quasi modular.

In all but the case of Wickham's 1929 design for the East Hills line, buildings that were employed for lengthy periods followed periods in which engineers experimented simultaneously with a number of types. The East Hills line stands apart from other design changes in that it is the only case in which no easily discernable environmental change can be detected. Apart from the 1929 change, the architecture of station buildings has changed roughly in accord with changes in the environment in which decision makers made decisions about station designs. When environmental factors prompted a change, architects used the prevailing architecture in the non-railway sector. The only exception to this appears to be Wickham's 1929 design for the East Hills line. In this instance, it seems that the design for the station buildings was in advance of the use of the style of architecture in the non railway sector in New South Wales. U8

It appears that decision makers considered that station buildings was an area of construction and operation in which economies could be easily made without jeopardising safety and operational characteristics. Ministers, Commissioners and other senior officials did not have to tell approving officers to make economies; the ease with which they could be made enabled approving officers to act largely without direction by or consultation with more senior officials or Ministers. The two most obvious periods in which economy was not paramount concern were the early and mid 1880s and World p j War Two. In both these periods, engineers approved a large number of structures, the standard of which was far above their predecessors. In the 1880s, the position is partly explained by the establishment of the Existing Lines Branch in 1876 and its policy of always providing high quality replacement buildings. In addition, the towns reached about that time were substantial and engineers approved structures commensurate with the size and importance of the centres. During World War Two, the Government complained about the shortage of materials, yet decision makers approved structures of very high quality. No doubt engineers believed that new and replacement buildings should be erected in brick, but they went beyond the bounds of frugality with the extensive use of ornamental brickwork. The reason for this is unknown. Notwithstanding the significant number of occasions when decision makers responded to changing environmental factors, there was considerable scope for additional savings that they did not pursue. Hereunder is a list of some areas in which economies could have been but were not made:- * on duplication, erection at many stations of substantial buildings with duplicate facilities; * providing overhead booking offices with concurrent substantial platform structures; * use in 1891 of three platforms instead of two for Sydney-Homebush quadruplication; * restricted employment of corrugated iron; * near absence of ground level platforms; * inefficient floor plans which maximised use of adjoining rooms via the platform (i.e. an absence of internal doors between rooms); * non-use of rapid transit concept to eliminate toilets and other facilities. 09 The obvious environmental changes which have stimulated architectural change relate to changes in Government p o licy , either in regard to the development of the r a il system or to the re-organisation of the r a il administration. Whitton's approvals for Campbelltown in 1858 and Bathurst and Gunning in 1875 are closely associated with consideration about the use of light railways. Deane's skillion roofedjdesign of 1889 and the 'pioneer' design of 1897 are linked to the f ir s t major surge of branch line construction and Wickham's 1919 concrete designs are associated with the second era of branch line construction in the 1920s. Concerning in stitu tion a l re-arrangements, the Department of Public Works was s p lit in 1859 from the Department of Lands, after which second class stations were widely employed. The upsurge in the approval of f i r s t class buildings from the second half of the 1870s u n til 1887 is associated with the formation of the Existing Lines Branch in 1876. The large number of new designs that emerged in the 1886-1892 period occurred after the 1886 Board of Inquiry investigations into railway construction, which formed the basis of the Government decision to replace the sole Commissioner with a Chief Commissioner and two Commissioners. The transfer of the Railway Construction Branch from the Department of Public Works to the Department of Railways happened at a time when Wickham made two attempts to introduce awningless gabled roof structures. Whether architectural change was related to Government policy considerations about the standard of extensions to the system or to administrative re-organisations, the underlying objective was to achieve economies in either capital allocations or current expenditure or both. Governments were always eager to achieve savings, either to maximise the benefits from limited allocation s or to minimise the likelihood of Parliamentary Oppositions finding fault with Government administration. Even in the instances in Wickham's 1929 approval of structures for the East Hills line and Parker's approval of Guildford in 1965, which were the only two design changes not associated with either rail extensions or administrative re-organisations, economy was s t i l l of fundamental importance. This is reflected in the architecture of the structures. 1U It is possibly because engineers have always been decision makers in station architecture that opportunities for economies were overlooked. They would possibly not have been as adroit as architects in perceiving all areas to achieve economies without greatly affecting the quality of service to the public. The dominance of engineers over architects possibly also accounts for the slow response of railway architecture to social change. Some of the instances in which engineers have acted slowly are:- * air rights developments;

* commuter car parking facilities; ¡j i * integrated bus/rail interchanges; * provision of facilities for the aged & handicapped; * use of agents in centres of low activity; * slow upgrading of existing facilities; * automated ticket issuing. Whilst engineers may have been slow to respond to social change, they were usually quick to react to political and community pressure. One of the features of New South Wales station architecture is the fact that towns of comparable size and importance have usually received buildings of similar standard. It would seem that engineers well understood community aspirations and the expectations of residents who regarded their local station building as a symbolic indicator of regional importance and of future progress. Even though in the majority of instances community pressure was latent, engineers approved structures that were commensurate with the level of political and community pressure. Engineers approved a standard in architecture which was only sufficient to placate community or political attitudes. If engineers thought that • there was little chance of public censure, then they approved a lower standard building though the size of the structure roughly equated with the size of the town. The analysis of station type and size and town characteristics indicates that there are only two clear links (16) between population and station sizes. ' Centres with populations of less than 50 people usually received only one room waiting sheds and centres with populations of more than 1,000 received structures of more than five rooms. Other than these, there does not seem to be any consistent pattern between population and station structures.

(16) See Appendix one, chapter 7. 11 Architectural change which occurred at different stations at the date of line openings is thus related to local environmental changes in landuse pattern between those centres. This contrasts with architectural change over time which relates to environmental changes that are Statewide in impact.

21.5 THE NATURE OF ARCHITECTURAL CHANGE

Architectural change in station buildings has occurred for two reasons. Firstly, buildings have been i located at sites for which the landuse pattern of the area served by the station has been different to other sites and, secondly, buildings have been located at these sites at different times. The functions of station buildings have changed in two ways which correspond to spatial and temporal differences. The micro function of buildings has changed according to landuse variations. The micro functions are the functions of individual buildings - the presence of only shelter or the presence of shelter plus, for example, toilets and a booking office. These change in response to the landuse pattern of the related district. Stations in rural areas received only shelter. As the towns served became larger, additional functions were provided. For the majority of the 125 year period, approving officers mostly employed two designs at any one time to meet the landuse differences. It was only for the largest centres that the superior of the two designs was used. Elsewhere, the inferior of the two designs catered for a range of landuse patterns through the addition of rooms • for the extra functions. In these cases, building form did not alter with increased activities. It was merely a case of extending size within a constant form. When decision makers did adopt the superior design, the form did not change because of additional functions. It changed because of the need to act as a symbolic monument. Thus, architectural change in this instance was related not to a change in the micro functions of the buildings but to a change in the nature of functions. Architectural change represented change from a physical to a sociological function. 12 The second way in which buildings have changed relates to temporal change. Micro functions have not changed over time. No matter what the time period, they have largely remained constant. The smallest of centres receive the barest of buildings with minimal functions. The largest centres still receive the biggest buildings with the most functions. Since 1965 approving officers have used only one type of architecture for all locations. This has stemmed from the disappearance of the symbolic function of station buildings. It is impossible to say whether approving officers were responding to the absence of community ** pressure for symbolic monuments or were acting arbitrarily. Whilst micro functions have not changed over time, macro functions have. Macro functions are related to the role a building plays overall - it is more the dominance of the total function of the building over the individual (or micro) functions of each room. Up to 1858, the function was to provide the cheapest possible type of structures. From that time to the mid 1870s, buildings became symbolic indicators - monuments with a sociological function as well as the existing physical function. At the same time, buildings reflected floor plan differences which changed according to whether structures were located in Sydney or elsewhere. The Sydney structures tended to have larger (and open fronted) waiting rooms and a smaller area for parcels business compared to structures located outside of Sydney. This distinction relfected the difference in Sydney commuter traffic and greater importance in country areas of parcels traffic. For thirty years after the mid 1880s, buildings once again became little more than objects of economy, though there was still a passenger orientation. After 1915, station buildings took on a freight direction so far as structures erected outside Sydney were concerned. However, the absence of waiting room accommodation occurred not only in buildings outside Sydney but in it. Were approving officers endeavouring to consciously provide freight stations in rural areas and commuter stations in Sydney or was the omission of passenger facilities more a response to the need for economy? The evidence does not assist in the provision of a solution. 13 From 1930 to 1950 buildings reverted to the principle of providing the traditional function of mainline passenger services but from 1950 to 1980 there was a tendency for structures to be less for waiting and more for passing through. Gone were ladies' waiting rooms, general waiting rooms, refreshment rooms etc. However, the buildings never adopted the features of overseas rapid transit services with their provision of minimal facilities. It has been stated that the obvious environmental changes which have stimulated architectural changes are those related to Government policy about the nature of the development of the rail system or the organisation of the administration. It should be understood that these environmental changes explain the timing of architectural change but do not necessarily account for the change in macro function. It would seem that, when architectural change did occur, it took into account factors of a social and political nature that may have been changing for some years previously. Just as approving officers adopted the architecture prevailing in the non railway sector when they were deciding to make a design change, they also adopted more up-to-date trends in regard to social and sociological patterns. Thus, environmental changes relating to the development of the system or organisational aspects are only explanations of the timing of architectural change, not explanations necessarily of the nature of change.. In other words, the consideration of the nature of architectural change should take into account social, economic and political factors which were occurring in not only the year of design change but in a number of years prior to the change. With only six periods of architectural change, the question should be raised whether station building architecture met management goals. Has station architecture been too rigid or too flexible? If saving money has been an objective, then approving officers have gone a long way to meet that objective. Ever since Whitton assumed office, engineers have tried to juggle two policy considerations - the need to economise and the need to provide an appropriate level of design and facilities for the public. The evidence suggests that economy has dominated other factors and, for this reason, it would appear that approving officers have met management goals. 14 21 .6 INTEREST IN STATION DESIGNS

The level of funds expended on station buildings is a measure of their importance in the eyes of decision makers. Throughout the whole 125 year period, decision makers at most times chose to minimise expenditure on station structures. They had little regard for station buildings. The absence of interest in and regard for station structures is a feature of New South Wales station buildings. Up to 1886, engineers had a healthy respect for the function and symbolic role of station buildings, though officers of the Construction Branch acted with much more restraint than their counterparts in the Existing Lines Branch. After 1886, a number of events, which included the Board of Inquiry Report into the Department of Public Works ajid a Cabinet decision to employ cheaper designs, ensured frugality in station structures until the Second World War. With the need for economy, came an increase in the disinterest in station buildings. Rail administrators endeavoured to cover the disinterest in station architecture by holding annual station garden competitions. These were a successful means of literally covering old structures with foliage and flowers. These were last held in 1974. (17) Of the official annual reports for the 125 year period, the Government, the Commissioner or Chief Commissioner referred to station structures on only four occasions.. and in 1930. These Were in 1893/94, 1939/40 and in 1961/62/. In three of these, fh§r made errors of fact. In 1893/94 , the reference was made to a number of different types of structures and in respect of the Katoomba building the floor plan was incorrectly described. ' The error in the 1939/40 report was more substantial. It erroneously referred to differences

(17) See Transport News, Vol. 1 No. 3, January, 1973, p. 5. The annual garden competition was re-introduced in December, 1981. See News Release entitled "State Rail Authority to Re-introduce Station Garden Competitions" dated 16th December, 1981, p. 1. (18) The Report referred to the presence of a general waiting room which did not exist. in structures on the Cronulla line when they were largely the same. (19) In the final year of the study, the Government issued a transport improvement programme document for Sydney's western region. In it was a caption to a photograph which read: "Older style buildings repainted at Riverstone station".^ ^ The accompanying photograph showed the building at Riverstone in an unpainted condition. The absence of attention to station structures was confirmed in the same document by a reference to "modern station buildings at Mount Druitt" which referred (21) to the structure shown in figures 51 and 52. Railway officials did not care to inform the public that the Mount Druitt structure was the only example to be built to that particular design or that no funds from the transport portfolio were used in the construction. Whilst the incorrect references in official documents are minor, they do indicate that, when reference is made to station structures, rail administrators gave no attention to see if the information was accurate. In view of the fact that the Government or Commissioner referred to station buildings on only four occasions in 125 years, of whichthreewere wrong in fact, the absence of attention I i to detail is significant. The lack of interest was not restricted to Departmental officials. Neither the public, the press nor the Parliament displayed any substantial attention in station structures. There are no published scholarly books on station architecture. (22 ') Some "coffee-table" publications do nominally refer to station buildings but these either contain incorrect references or no references. For example, Patsy Adam Smith states that "different styles (23) were designed for different areas...". This is

(19) Department of Railways, Annual Report to 30th June, 1940, Sydney, Government Printer, 1940, p. 8. (20) New South Wales Government, Western Region Transport Improvement Programme, Sydney, 1980, p. 10. (21) ibid. (22) See details of theses in chapter two and for references in books on the subject see chapter nine. (23) P. Adam Smith, Romance of Australian Railways, Sydney, Rigby, 1973, p. 57. 16

incorrect. Engineers went to considerable trouble to ensure Statewide uniformity in design in the vast majority of cases. Fearnside's book, All Stations West, relates to the western line between Sydney and Perth but, despite the title, it makes no reference to stations, let alone (24) station buildings, in New South Wales. ' People have been interested in many aspects of rail operation physically close to station buildings but not in the structures themselves. Stamps have long been a means of depicting railway scenes. However, in 1979 the release of railway stamps featuring locomotives Post did not even have one New South Wales (25) locomotive represented. There is a significant philatelic interest in stamps issued by the New South Wales rail / p C \ administration for application to parcels. Notwithstanding the interest in parcels stamps, there is no public interest in where the stamps are issued - station buildings. The absence of public interest is also measured by the large number of stations that the Government opened without the completion of the station structures. Even when they were completed, the public paid little regard to the structures though some stations did attract large numbers of people at train arrival and departure times. However, there are no references in the 125 year history of station buildings being the centre of attraction - a function related to train operation. At the end of the study period, the public apathy equalled that in 1855. In response to a Ministerial announcement in 1980 in which the Minister for Transport stated that a number of stations were to be repainted, the residents of Millthorpe queried the need for their station building to receive this treatment. The press reported that the residents believed "the renovations a waste (27) of time and effort as trains very seldom stop there".

(24) G.H. Fearnside, All Stations West, Sydney, Haldane Publishing Co., 1970. (25) The release was on 16th May, 1979. See S. Sharp, The 1979 Rail Transport Review, Sydney, Searail Productions, 1980, p. 6. (26) See O.G. Ingles et a l , The Railway Stamps of Mainland Australia, Sandy Bay, Revenue & Railstamp Publications, 1980, pp. 5-17. (27) Da i l x . Telegraph, 9th January, 1981, p. 3. 17

The press has reflected the same level of apathy, disinterest and ignorance as officials and the public. They have continually made incorrect statements about station structures. Typical of this is the application of incorrect dates of station structures, such as reference to Albury in 1883 and Newcastle in 1884 which are incorrect by three and six years respectively. The press anticipates the ignorance of the public as suggested by an article which related to Como station, but which showed a picture accompanying the article of a building at Jannali. ( 2 9 ) The press has propogated on interest only in the bizarre, such as pictures of the station structures used by funeral trains and has often pictured buildings in cartoons depicting them as objects of queer shape. Parliamentary debates have also manifested little interest in station structures but they have from time to time reflected a theme which has displayed itself in other forms, namely the desire of people to have station structures of a standard at least equal to those in other towns of a similar size and nature.

21.7 PROVISION OF FACILITIES

When people have petitioned for improved station facilities, they have done so in a roughly hierarchical . form. Firstly there has been a request for shelter, then toilets, then ticket and parcels services, then a miscellany of other activities such as refreshment rooms, cloak rooms, the need for a porter, etc. This applied not only to the nineteenth century but all through the 125 year period. The provision of various functions in station buildings has had little impact on building form. In New South Wales, function has traditionally followed form. The functions that approving officers have provided have been limited to a small group of activities. These have included shelter, toilets and ticket/parcels facilities

(28) Sydney Morning Herald, 10th December, 1976, p. 20. (29) Sydney Morning Herald, 19th March, 1981, p. 13. (30) As an example, see Newcastle & District Transport Survey Committee, Investigations into Passenger Transport Facilities in the Newcastle, Lake Macquarie, Greater Cessnock and Maitland Areas, unpub., 1966, pp. 26 and 28. 1 » and have formed the basic functions of station buildings in New South Wales. In addition to these core functions, there is a list of additional activities which staff have carried out in buildings of five or more rooms. These include cloak and baggage facilities, porter services, telegraphic and refreshment facilities. It is a feature of New South Wales station buildings that the extent of functions has been limited to only a small range of duties. Unlike overseas experience New South Wales buildings have not, with the exception of the second building at Newcastle and the second and third buildings at Sydney, contained (31) administrative offices. Only in a few instances have engineers made allowance for traffic inspectors. In some of the larger buildings, rooms have been designated "offices", but these have been restricted for use by clerks performing accounting and related functions associated with the operation of the stations. The provision of separate waiting room accommodation for ladies has been a feature of New South Wales buildings over two rooms in size between 1858 and 1972. Whilst the upsurge in women's "liberation" may have been fundamental in the absence of these facilities after 1972, it is probable that decision makers made the decision to remove them from buildings on economic grounds, but using "women's equality with men" as the nominal rationale for the action. Evidence that traditional attitudes about the role of women had not altered after 1972 is manifested in a remark by the Minister that the State Rail Authority had installed telephones at (32) selected stations for "women and children". In addition, in 1978 officials affirmed the need to protect women from (33) molestation on stations. ' Whilst there has been a basic core of functions, these have not always been provided in the one building. Throughout the 19th century, there was a trend towards the centralisation of functions in one building but it was not consistent or uniform. From the time of Deane's design at Kiama, shown in figures 40 and 41, centralisation became more dominant and achieved its supremity at Morriset in 1937 with the inclusion of an integrated signal box in the structure.

(31) The second building at Junee originally contained an office only for a traffic inspector. The second storey at the second Werris Creek building was added in the 1920s. (32) Daily Telegraph, 12th December, 198 0, p.8. (33) Bureau of Transport Economics, Transport Outlook Conference 1978, Canberra, Australian Government Publishing Service, 1979, pp. 23-25. 19 After the attainment of centralisation, the concept was not able to withstand the pressures of a post World War Two boom in parcels traffic. By 1950, engineers were approving separate parcels buildings at a number of locations. This hiving-off of functions gained additional force in the 1970s with the decision to remove parcels services from many existing buildings. (34 ') Since the 1950s, the number of functions which station buildings has traditionally included has been reduced by the elimination of refreshment rooms as a result of the increase in on-train catering and by the removal of baggage, luggage and porter services. These seem to have been associated with changes in users expectations about what services should be provided for customers. By 1980, station buildings provided space for only the core of functions that had first been provided in 1855. These were common shelter forjnen and women, toilets and ticketing facilities and some also provided parcels facilities. Between 1855 and 1980, the functions of stations gradually increased, peaking in the 1880s with the erection of first class types and from that time decreasing slowly.

21.8 DESIGN FEATURES

Just as the functions of station buildings in 1980 closely resembled those in 1855, so too did the design of structures. Figures 167 and 168 of Newtown in 1855 and Towradgi in 1980 show the same roof pattern, the same absence of an opening on the rail elevation and a general absence of windows. The only major difference is the extension of the roof rafters at Towradgi to form an integral awning. Decision makers adopted the design for the same reason, economy. Roofscape is one of three characteristics which relate the date of approval of buildings. In conjunction with the floor plan and the method of support for platform awnings, the roofscape forms the basis for classification of station buildings. The ease with which buildings in New South Wales can be classified and the relatively small number of individual types (21) are features of New South Wales station structures.

(34) See State Rail Authority News Release, "Small Rail Freight", dated 23rd September, 1980. Because the range of functions which New South Wales buildings have contained is small, the buildings that approving officers have erected have traditionally been short in length. More than 80% of all buildings are shorter than 60 feet in length. It has already been noted that structures rarely provided accommodation for office staff. Only two buildings, the second Newcastle terminal and the third Sydney structure, have been designed as two storey buidlings. This excludes combination office/ residences. Up till 1920, few buildings contained windows on the rail elevation. Windows were restricted to the rear of buildings. From 1920, engineers approved the use of windows on the platform side of buildings but changed the v/i ndovvs practice in 1965 with the introduction of ceiling height/ in all walls. A prominent feature of buildings is the use of (35) awnings. A total of 91% of all buildings have had awnings. In many of those instances where they were not fitted originally, they were later added.

21 .9 MATERIALS

The vast majority of buildings were either of brick or timber construction. Of all buildings erected between 1855 and 1980, a total of 30% were brick, 57% timber, 8% were pre-fabricated concrete with the remainder erected in stone, corrugated iron or synthetic materials. • A feature of New South Wales station architecture is the almost total absence of corrugated iron buildings. Only 24 structures, representing 1.4% of all structures, (36) were erected with corrugated iron sheeting. Economy was a major consideration in the use of materials. Contractors had to pay for their materials to be conveyed by rail. Transport was thus an important factor in the decision to use particular materials. This decision was taken before the draftsmen drew the plans as the plans clearly show the intention to use a specific material.

(35) Appendix 12, Chapter 3. (36) See Appendix 13, Chapter 3. 21 Up till 1884 , Whitton used brick where this was available and cost effective. Between 1884 and 1894, the rate of construction of brick buildings for new stations slowly decreased. After 1894, all new construction work until 1919 was carried out in timber. From 1919 until 1932, pre-cast concrete units were utilised, after which new structures were constructed of brick. The history of replacement buildings does not fluctuate with material changes. From 1855 until 1980, almost every replacement structure was erected in brick. (37) From the limited information available, it would seem that contractors used local materials in the majority of cases. Where engineers wanted to erect first class designs, they met the cost of carting bricks from other locations. It would seem that this occurred in relation to the Albury, Young and second Werris Creek buildings. Apart from these locations, the evidence suggests that contractors did not convey bricks any great distance from the source of supply. Despite the general lack of native softwoods, engineers used imported timbers very rarely. The first Werris Creek building and the structure at Pinecliffs are ( 38) the only two known instances. ' To overcome the shortages of local softwoods, contractors erected many structures in cypress pine.

21.10 CONSTRUCTION METHODS

From 1855 to 1919, rail administrators chose contract labour, based on the submission of competitive public tenders, for all large structures. Day labour was restricted to one and two room buildings. From 1919, day labour erected all structures until after World War Two. In 1955, rail administrators reverted to the use of contract labour and continued to use it until 1980.

(37) From the 1920s, the official policy was to replace timber structures with brick. See The Staff, 23rd November, 1928, p. 645. This policy continued to be adopted until 1980.

(38 ) These were erected with New Zealand Kauri and Californian Redwood respectively. 22 21.11 CITY VERSUS COUNTRY

It is well known that the "Sydney Interest" (39) dominated rail operations m the 19th century. However, there was no discrimination in the selection of designs for Sydney and other parts of the State. The only distinction ever applied was in the choice of materials between 1920 and 1932. During this period, engineers erected station structures outside Sydney, Newcastle and Wollongong from pre-cast concrete units but built structures inside the Sydney, Newcastle and Wollongong conurbations of brick. This initially appears as though country structures were of a lower standard. To the extent that the concrete structures were unlined internally, this is true. However, at the same time engineers in the 1920s used low standard "common" bricks for rail construction in Sydney, Newcastle and Wollongong as evident in figures 309, 310 and 312 of Birrong, Yagoona and Burwood. In addition, engineers eliminated some facilities, such as general waiting rooms, ticket offices, heating in metropolitan structures between 1920 and 1932. They did not do this for buildings in rural locations to the same extent. Combined with the poor quality of bricks employed and even the use of timber, metropolitan stations were not superior in standard to their rural counterparts. Keeping in mind that engineers up until 1929 consistently approved the prototypes of new designs for construction in rural areas, it could be argued that country interests dominated those of Sydney, Newcastle and Wollongong. The 1893/94 annual report of the Department of Railways referred to the existence of "country" and "suburban" designs.^ ^ This was purely a nominal description as examples of both types of architecture appeared in all parts of the State.

(39) See G. Wotherspoon, "The 'Sydney Interest' and the Rail 1860-1990", in M. Kelly (ed.), Nineteenth Century Sydney, Sydney University Press, 1978, pp. 12-23.

(40) New South Wales Department of Railways, Annual Report to 30th June, 1894, Sydney, Government Printer, 1894, no pag. As would be expected, there were variations in floor plans between structures in Sydney and those in the country. The difference basically centred on the relative importance of parcels traffic and the number of passengers using the building. These alterations demonstrated the ability of decision makers to understand the necessity of buildings to respond to different landuse patterns. Between 1893 and 1932, engineers also took the opportunity of locating lamp rooms and men's toilets off the platform in country areas. This related to the desire to mitigate noxious odours and the chance of fire and recognition of the existence of significantly greater space for railway purposes outside Sydney more than to any intention to deliberately make rural buildings different to Sydney structures.

21.12 STANDARDISATION

The extent of standardisation centres on definitions of the word. At the very outset of railway construction in the Colony, engineers employed the same designs at different locations. Whitton continued this process and extended it by approving a number of structures of the same design from the one plan. The utilisation of the same design at consecutive stations was well established before the use of a single design at most stations between Redfern and Homebush in 1891. This refutes the popular myth of Eddy's contribution towards the introduction of standardisation. The use of a single plan for multiple stations did not occur until the adoption of pre-cast concrete units in 1919. Nearly 100 buildings were erected from a single set of plans. However, at the same time, the use of concrete buildings did not extend to the Sydney, Newcastle and Wollongong areas. It was not until 1965, that engineers used the same design for all locations, with appropriate adjustments for size according to the nature of the centre to be served. Prior to this date, engineers always used at least a two level hierarchy of designs - one for smaller, less important centres, the other for more important locations. However, each new building was drawn to a separate plan. 24 The extent of standardisation of buildings is thus dependent on the interpretation of the word. Nevertheless, the fact that 1661 buildings can be easily catalogued into 21 types does strongly indicate that engineers did use designs extensively for long periods at a time and they applied their designs in all parts of the State. Only 26 buildings (type 21 - miscellaneous) cannot be catalogued with other structures of similar design. It is also significant that six different design types account for 1,112 buildings or 67% of all known structures.^ ^

21.13 THE DECISION MAKERS

Decision makers in relation to station architecture have nearly always been engineers. In some few cases, the Commissioner or his subsequent equivalent has approved designs whilst in a few instances officers below the engineer in charge of the construction or maintenance branch has given approval either in the absence of the senior officer or by delegation in his presence. Engineers have dominated architects. Architects have supervised the drawing of plans but they have never issued approvals for the use of those plans. In the absence of architects as approving officers, it is impossible to conclude that engineers have been more conservative than architects in determining the nature and timing ofdesign stability and change. However, the tardiness of decision makers to respond to social change and the number of opportunities to achieve economies in regard to which they did not respond quickly, suggest that engineers were not fully aware of the importance of contemporary social and economic change. Their resistance to question the role of station buildings, in particular the need to provide toilets and booking/parcels facilities, also indicates a degree of inflexibility. It is conjecture whether architects would have been more progressive and more critical than engineers as decision makers. Whilst engineers approved the use of designs, it should not be assumed that they were responsible for the architecture involved. The difficulty is that there is no conclusive evidence to confirm that any one officer was "responsible1' for any design over the 125 year period.

(41) Calculated from Appendix 12, chapter 3. 21 .14 THE APPLICABILITY OF FREELAND'S TYPOLOGY

To a significant degree, Freeland's classification of the timing of architectural change applies generally (42) to the timing of change in railway station architecture. Station design changes occurred in all but Freeland's Early Modern and Austerity periods. In these two instances, Wickham's 1929 design for the East Hills line predated Freeland's Early Modern period by five years and his approved design continued to be widely used until 1950, with the last use in 1956. The correlation between design changes in station buildings and structures outside the rail sector does not indicate that station structures changed because of architectural change in non-railway buildings. When approving officers did change the style of architecture, they generally adopted the architecture prevailing generally in the community. In some instances, such as Deane's 1889 skillion roofed structures or Wickham's 1919 plans for pre-cast concrete structures, it is not clear the degree to which station architectural change is related to change in the non railway sector.

21.15 MISCELLANEOUS ENVIRONMENTAL FACTORS

21.15.1 OVERSEAS INFLUENCES

Although there appears to be strong British and Amercian influences in the design of New South Wales station buildings, the influence is general rather than specific. It is not possible to cite individual overseas designs as being fundamental in the development of New South Wales structures.

21.15.2 INFLUENCES FROM NON NEW SOUTH WALES GOVERNMENT AND PRIVATE RAILWAYS

The presence of station structures erected by organisations other than the New South Wales Government did not influence New South Wales buildings. In the case of rail lines crossing the Victorian and South Australian borders, the station buildings followed practices pursued in those States. Mew South Wales engineers knew well the architecture of those systems but did not adopt any of their

(42) J.M. Freeland, Architecture in Australia, Ringwood, Penguin, 1972, pp. 111-314. practices, such as the widespread use of corrugated iron and stone and the employment of ground level platforms. So far as private railways were concerned, the companies concerned mostly provided low cost structures, unlike New South Wales Government designs. The major exception to this was the use of Deane's 1892 initial island/side platform design by the South Maitland Railways in the 1920s and 1930s for replacement structures.

21.15.3 RECYCLED BUILDINGS

The possible re-use of station structures has not been a factor which has influenced designs. BIBLIOGRAPHY '

(i) Books

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Fearnside, G.H., All Stations West, Sydney, Haldane Publishing Co., 1970.

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N e w South W ales The Staff, 23rd November, 1928. Department of Railways Wo ther spoon, G. , "The Determinants of the Pattern and Pace of Railway Development in New South Wales - 1850-1914", Australian Journal of Politics and History, Vol. 25 No. 1, (iii) Annual Reports

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Fleming, J. et al, The Penguin Dictionary of Architecture, Second Ed., Harmondsworth, Penguin, 1976.

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La Meslee, M., The New Australia, translated by R. Ward, Melbourne, William Heinemann, 1 973.

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Lang, JJ.T., .T., The Turbulent Years, Sydney, Alpha Books, 1970. Lawrence, D.H., Kangaroo, Melbourne, William Heinemann, 1 963.

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Legge , J .S . , Who's Who in Australia, Melbourne, Herald & Weekly Times, 1968.

L o u i s , L. J. , & The Depression of the 1930s, Melbourne, Turner, I . , Cassell, 1968.

Loveday, P. & Parliament, Factions and Parties, Martin , A. W. , Melbourne University Press, 1966.

Loveday, P. et al (Eds.) ,The Emergence of the Australian Party System, Sydney, Hale and Iremonger, 1977

Luchetti, A. S. , The Oil Shale Industry: Its Development Growth and Demise, Occasional Paper No. 23, Lithgow, Lithgow Historical Society, 1976.

M c Donald, W. G. , In Re a Gentleman, One: The Rise and Fall of Francis Woodward, Wollongong, Illawarra Historical Society, 1972.

MacFarlane, A.A., Architectural Supervision on Site, London, Applied Science Publishers, 1 973.

MacKay, A., Visit to Sydney and the Cudgegong Diamond Mines, Melbourne, George Robertson, 1870.

McLean, B ., Rails to the Milewa North, Melbourne, Australian Railway Historical Society, no date.

McNicol, S ., Station Pictorial - 1, Elizabeth Downs, Railmac Publications, 1981.

McQueen, H ., Social Sketches of Australia 1888-1975, Harmondsworth, Penguin, 1979.

M a d d e n , B.J., Tempe-East Hills Railv/ay, Hurstville Historical Society, 1981.

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Manning, I., The Journey to Work, Sydney, George Allen & Unwin, 1978.

Marshall, J ., A Biographical Dictionary of Railway Engineers, London, David and Charles, 1 978.

Meeks , C .V . , Railroad Station, Secaucus, Reprinted by Castle Books, 1978.

Merritt, F.S., Building Construction Handbook, Second Ed., New York, McGraw Hill, 1965. 37 Middleton, W.D., Grand Central, San Marino, Golden West Books, 197.7.

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Nairn, N.B.et al, Australian Dictionary of Biography, Melbourne University Press, various dates.

National Committee on A Glossary of Building and Planning Terms, Rationalised Building Second Ed., Canberra, National Capital Development Commission, no date.

Neil, M.H., Valley of the Macleay, Sydney, Wentworth Books, 1972.

Neutze, G.M., People and Property in , Canberra, Australian National University Press, 1971.

New South Wales, Sydney Area Transportation Study, Sydney, 1974 . .

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Pak-Poy, P ,G. and Melbourne Public Transport Study, Associates, Melbourne, 1980.

Parker, R.S. , The Government of New South Wales, St. Lucia, University of Queensland Press, 1978.

Parker, R.S. & The Politics of Urban Growth, Canberra, Troy, P.N., Australian National University Press, 1972

Playford, J. & Australian Capitalism, Ringwood, Kirsner, D. (Eds.)/ Penguin, 1973.

Powell, J.M., & Australian Space Australian Time, Williams, M. (Ed.), Melbourne, Oxford University Press, 1975.

Preston, R.G., 125 Years of the Sydney to Parramatta Railway, Sydney, New South Wales Rail Transport Museum, 1980.

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Robinson, M.E., The New South Wales Wheat Frontier 1851-1911 , Canberra, Australian National I University, 1976.

Robinson, P ., The Crisis in Australian Capitalism, Melbourne, VCTA Publishing, 1978.

Roe, J . (Ed.) , Twentieth Century Sydney, Sydney, Hale and. Iremonger, 1 980.

Royal Institute of Architectural Practice and Management, British Architects, Revised Ed., London, RIBA, 1973.

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Rutherford, J. et al, New Viewpoint in Economic Geography, Sydney, Martindale Press, 1968.

Ryan, M. (Ed.) , The Story of a North Coast City, Sydney, Currawong Press, 1979. St. John Thomas, D. , The Country Railway, Harmondswort.h, Penguin, 1979. Sands Directories, Sydney, John Sands, various dates.

Shedvin, C.B., Australia and the Great Depression, Sydney University Press, 1973.

Shedvin, C.B. & Urbanisation of Australia, Sydney McCarty, J.W. (Eds.) , University Press, 1974.

Shann , E .0.C ., An Economic History of Australia, Melbourne, Georgian House, 1963.

Sharp, S.A., The 1979 New South Wales Rail Transport Review, Sydney, Searail Productions, 1980.

Sharp, S.A. (Ed.), A Guide to the Railways of New South Wales, Sydney, Searail Productions, 1979.

Sharp, S.A. et al, New South Wales Railways - The First Twenty Five Years, 1855-1880, Sydney, Australian Railway Historical Society, 1980.

Shaw, A.G.L., The Economic Development of Australia, Melbourne, Longmans, 1969.

Shirley, P.H., "Management in Public Transport", Address to Chartered Institute of Transport Seminar entitled "Problems Influencing the Transport Scene Today, Perth, 23rd March, 1973, p. 2. Sinclair, W.A., The Process of Economic Development in Australia, Melbourne, Chesire, 1976. Singleton, C.C., Railway History in Illawarra, Second Ed., Wollongong, Illawarra Historical Society, 1970. Smeaton, A.D., Hurstville - Reminiscences of the 20's, Hurstville Historical Society, 1981. Smith, P.A., Romance of Australian Railways, Sydney, Rigby, 1973. Spearitt, P ., Sydney Since the Twenties, Sydney, Hale and Iremonger, 1978.

Spooner, E.S., The History and Development of Port Kembla, Sydney, Government Printer, 1938.

State Planning Sydney Region Outline Plan 1970-2000, Authority of New South Sydney, Government Printer, 1968. Wales.

State Rail Authority Station Building Diagrams, Sydney, of New South Wales, no date.

Stewart, G.N. (Ed.) , Australian Stories of Horror and Suspense Sydney, Australian Book Society, 1978.

/j» f ? f r ** Studd, S .T.,. T. , Fire Technology Building Construction, Leicester, Institution of Fire Engineers, 1971 . 40

Swan, K ., A History of Wagga Wagga, City of Wagga Wagga, 1970.

Tangye, R., Reminiscences of Travel in Australia, America and Egypt, London, Sampson Low et al, 1883.

Testro, R. , A Pictorial History of Australian Railways, Melbourne, Landsdowne Press, 1971 .

Third Commonwealth Anatomy of Australia, Melbourne, Sun Study Conference, Books, 1968.

Trengrove, A., What*s Good for Australia, Melbourne, Cassell, 1975.

Tuma, E .H., Economic History and the Social Sciences, Berkeley, University of California Press,1971.

Twopenny, R., Townlife in Australia, 1883, reprinted Ringwood, Penguin, 1973.

Urban Transport A Report to the Minister for Transport Advisory Committee and Highways and Minister for Planning of New South Wales, and Environment, Sydney, Government Printer, 1976.

Ward, R., Australia, Sydney, Ure Smith, 1969.

Webb, J., Bathurst Architecture, Bathurst Historical Society, no date.

Wikeley, N. & Railway Stations - Southern Region, Middleton, J ., Seaton, Peco Publications, 1971.

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Windross, J. & Historical Records of Newcastle 1797- Ralston, J.P., 1897, Newcastle, 1897, reprinted by Library of Australian History, Sydney, 1978.

Windschuttle, I<., Unemployment, Ringwood, Penguin, 1980.

Wyatt, R.T., The History of Goulburn, Sydney, Landsdowne Press, 1972. no author Deniliguin and Moama Railway, Melbourne, Australian Railway Historical Society, 1 976 . no author The Story of Queanbeyan 1838-193 , Falbick and Sens, 1938. no author All Stations, London, Thames and Hudson, 1 981 . no author, Lismore 100, Lismore City Council, 1979. JOURNALS 4i

Bremmer, R. , "Hot Footing it in the Rail Way", Roundhouse, Vol. 14 No. 1, October, 1976

Bryant, K . L. , "The Railway Station as a Symbol of Urbanisation in the South 1890-1920", South Atlantic Quarterly, Vol. 75 No. 4, Autumn, 1976.

Bunning, W. R. , "The Future of Architecture as a Result of War", Architecture, Vol. 29 No. 3, March, 1940.

Burch, A., "The Sydney Railway Company", Journal of the Royal Australian Historical Society, Voi. 43 Pt, 2, 1957.

Cable, K.J., "The Eastern Suburbs Railway", Journal of the Royal Australian Historical Society, Vol. 51 Pt. , December, 1965.

Delaney, J.W., "The South Maitland Railways", Australian Railway Historical Society Bulletin (ARHS Bulletin), Vol. 17 No. 345, July, 1966.

Denison, W. , "Railroads: A Brief Outline of the Development of the Railway System of England, with Suggestions as to its Application tothe Colony of New South Wales", Sydney Magazine of Science and Art, Vol. 1, 1858.

Eardley, G.H., "The Bellambi and Bull.i Coal .Mining Company Railway", ARHS Bulletin, Vol. 27 No. 463, May, 1976.

"The Cadia Ironstone Railway", ARHS Bulletin, Vol. 22 No. 399, January, 1971

"The Newcastle-Wallsend Coal Mining Company", ARHS Bulletin, Vol. 11 No. 275 September, 1960.

Elliott, E. D. , "Concrete and Re-inforced Concrete - II" Building, 12th March, 1915.

Fehon, W.M., "Jubilee of the New South Wales Railways New South Wales Railway Budget, 1905,

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Irish, C.A., "Names of Railway Stations in New South Wales", Journal of the Royal Australian Historical Society, Vol. 13, 1927.

Jay, C., "Eastern Suburbs Railway Brings New Direction for Underground Architecture", Architecture in Australia, Vol. 68 No. 5, November, 1979.

Jenkins, C ., "The Carlingford-Clyde Branch Line" , ARHS Bulletin, Vol. 25 No. 446, December, 1974.

Kaukas, A.B. , "The Role of the Railway Architect", Railway Gazette, Vol. 25 No. 1, 3rd January, 1969.

Kennedy, B ., "Regionalism and Nationalism: Broken Hill in the 1880s", Australian Economic History Review, Vol. 20 No. 1, March, 1 980.

King, C.J. , "An Outline of Closer Settlement in New South Wales - The Sequence of the Land Laws 1788-1956", Review of Marketing and Agricultural Economics, Vol. 25 Nos 3 and 4, September and December, 1957

LumeIlo, R., "The Changing Pattern of Railway Architecture in New South Wales', Armidale and District Historical Society Journal, No. 20, January, 1977.

McCarthy, J. , "All for Australia: Some Right Wing * Responses to the Depression in New South Wales 1929-1932", Journal of the Royal Australian Historical Society, Vol. 57 Pt 2, June, 1971.

McDonald, D. I. , "James Barnett - Colonial Architect 1865-1890", Journal of the Royal Auatralian Historical Society, Vol. 55 Pt. 2, 1969.

Mansfield, B . E. , "E.W. O'Sullivan 1846-1910", Journal of the Royal Australian Historical Society, Vol. 50 Pt 5, 1964.

Martin, A.W., "Electoral Contests in Yass and Queanbey^b 4b the 70s and 80s, Journal of the Royal Australian Historical Society, Vol. 43 Pt 3, 1957. 43 Morgan, B., "Modernisation of British Rail Architecture Part One", Modern Railways, Vol. 24 No. 235 , April, 1968'.....

New South Wales New South Wales Railway and Tramway Department of Railways, Budget, various dates. New South Wales Railway and Tramway Magazine, various dates.

The Staff, various dates.

The Railwayman, various dates.

Railway Digest, various dates.

Neve, P ., "The Liverpool-Anzac Rifle Range - Holdsworthy Military Line", ARHS Bulletin, Vol. 15 No. 322, April, 1964.

Oberg, L ., "The Story of the Lake Bathurst Ballast Railway", ARHS Bulletin, Vol. 29 No. 484, February, 1978.

Public Transport Transport News, Vol. 4, No. 7, November/ Commission of New December, 1976. South Wales, Railways of Australia, Network, Vol. 17 No. 11, December, 1980/ January, 1981. Reiher, A., "Opening Address", Symposium on Transporting People, held at University of New South Wales, November, 1978, Occasional Paper No. 4, 1979. Rowland, E .C., "The Story of the New South Wales Railways", Journal of the Royal Australian Historical Society, Vol. 40 Pt 5, 1954. Singleton, C.C . , "Centenary of the Opening of the Western Line to Blacktown", ARHS Bulletin, Vol. 11 No. 273, July, 1960. "The Beginning of the Railway Era in Australia", Journal of the Royal Australian Historical Society, Vol. 41 Pt.6, 1955. "The Railways and Tramways of the Parramatta Hills District", ARHS Bulletin, Vol. 6 No. 210, April, 1955.

"Railed Transport in the Broken Hill District", ARHS Bulletin, Vol. 13 No. 294, April, 1962.

Smith, G ., "Some Notes on the Hunter River Railway Company", ARHS bulletin, No. 170, December, 1959.

Smith, R.H.T., "The Development and Function of Transport Routes in Southern New South Wales 1860-1930", Australian Geographical Studies ,,^Vol.,• 2, No 1, April, 1 9 64 . ■ .44 Technical Education Technical Gazette of New South Wales, Branch of Department Vol. 4, Pt. 2, Second Term, 1914. of Public Instruction,

Vogel, F. F. , "History of the New South Wales Railways", New South Wales Railway and Tramway Budget, 1st July, 1913.

Walker, L. , "Irrigation in New South Wales 1884 to 1940", Journal of the Royal Australian Historical Society, Vol. 27 Pt 3, 1941.

Wheaton, F.F., "The Discovery and Early Settlement of the Taralga District", Journal of the Royal Australian Historical Society, Vol. 19 Pt 1, 1923.

Wilson, H .C. , "Economic Wheat Production in New South Wales", Agriculture Gazette, Vol. 23 Pt 6, 3rd June, 1912.

Witton, R., "The Bungendore to Captains Flat Branch Line", ARHS Bulletin, Vol. 31 No. 517, November, 1980. Wotherspoon, G., "The Determinants of the Pattern and Pace of Railway Development in New South Wales - 1850-1914", Australian Journal of Politics and History, Vol. 25 No. 1, April, 1979. Wylie, R.F., "Centenary of the Newcastle-Maitland Railway" , Australian Railv/ay Historical Society Bulletin, Vol. 8, No. 233, March, 1957. no author "The Architecture of Railroads", Architectural Record, Vol. 104, October, 1948. Construction Review, Vol. 52 No. 2, May, 1979.

Railway Gazette, 7th December, 1912.

International Railv/ay Journal, Vol. 20 No. 9, September, 1980.

Railway News, Vol. 33 No. 3, May-June, 1981 .

Railway Transportation, various issues.

Railway World, Vol. 42 No. 489, January, 1981.

Town and Country Journal, 5th December, 1917.

Trains, Vol. 38 No. 5, March, 1978. OFFICIAL 45 Commonwealth of Report of the Government Members Rail Australia Parliament, Standardisation Committee, Canberra, Government Printer, 1956.

Eddy, E.M.G. et al, Minute of Proceedings dated 4th February, 1892, State Rail Authority Archives.

Department of Railways New South Wales Country Timetable, of New South Wales Sydney, 20th November, 1960.

Local Appendices to the Working Timetables..., Sydney, Government Printer, various issues.

Working Timetable - Southern Lines, Sydney, Government Printer, 20th October, 1940.

New South Wales, Report of the Circular Quay Planning Committee, Sydney, Government Printer, 1937 . Report of the Royal Commission of Inquiry into the Proposed Reduction of the Standard Working Week from 48 to 44 Hours, Sydney, Government Printer, 1920. Railway Specifications, Sydnt.y, Government Printer, various issues. Report of the Royal Commission as to Decentralisation in Railway Transit, Sydney, Government Printer, 1911. Cabinet Decision dated 11th August, 1884, State Rail Authority Archives. Government Gazette, Sydney, Government Printer, various dates. Railway Reports and Papers, various dates, held in State Rail Authority Archives.

Year Book, Sydney, Government Printer, various issues.

Treasurer’s Financial Statement 1980, Sydney, Government Printer, 1980.

Treasurer's Loan Speech 1 980 , S ydn e y, Government Printer, 198*0.

New South Wales Alphabetical List of Acts, Sydney, Legislative Council, Government Printer, 1973.

New South Wales Joint Volumes of Papers of the Parliament, Legislative Council and the Legi_slative 'Assembly, Sydney government Printer, various issues.

Votes and Proceedings of the Legislative Assembly, Sydney, Government Printer, various d atte5A, Parliamentary Debates, Sydney, Government Printer, various dates. New South Wales Parliamentary Record 1824-1956, Parliament, 19th Ed., Voi. 1, Sydney, Government Printer, 1957.

Progress Report from the Select Committee on Railway Extension, Sydney, Government Printer, 1869, p. 14.

Interim Report Respecting Administration of the Chief Engineer’s Department, Sydney, Government Printer, 1932.

Progress Report from the Joint Committee of the Legislative Council and Legislative Assembly upon Public Accounts and Financial Accounts of Statutory Authorities, Sydney, Government Printer, 1980.

New South Wales Internal Communications - Second Report, Railway Commissioners, Sydney, Government Printer, 18:58.

Public Transport Rules and Regulations - Ro.il Division Commission of New Sydney, Government Printer, 1973. South Wales,

Rae, J. Report on the Origin and Progress of Railways of New South Wales 1846-1864, Sydney, Government Printer, 1866.

Railway Commissioner, Railway Guide of New South Wales, Third Ed., Sydney, Government Printer, 1 884 .

State Rail Authority New South Wales Country and Interstate of New South Wales, Train Timetable, Sydney, 1980.

"Small Rail Freight", Press Release, Sydney, 23rd September, 1980.

Whitton, J . , "Report of the Engineer-in-Chief on Light Railways", Parliamentary and Other Papers 1888-92, State Rail Authority Archives.

Wotherspoon, G., "An Historical Review of Rail Freight and Road Freight in New South Wales: Some Aspects of their Development, Competition and Regulation" in Commission of Enquiry into the New South Wales Road Freight Industry, First Report on Economy, Efficiency and Road/Rail Rationalization, Sydney, Government Printer, 1980.

ANNUAL REPORTS

Commonwealth Railways, Annual Report, Canberra, Government Printer, various issues.

Commissioner/s for Annual Report, Sydney, Government Railways, Printer, various issues.

Heritage Council of Annual Report to 30th June, 1 979 , Sydney, New South Wales, Government Printer, 1980. New South Wales Annual Report; Sydney, Government Department of Public Printer, various issues. Works,

New South Wales Annual Report, Sydney, Government Department of Railv/ays, Printer, various issues.

Public Transport Annual Report, Sydney, Government Commission of New Printer, various issues. South Wales,

State Planning Authority Annual Report to 30th June, 1974, Sydney of New South Wales, Government Printer, 1975.

Totalizator Agency Annual Report to 30th June, 1966, Sydney Board of New South Government Printer, 1966. Wales,

THESES

Atkinson, B.F.'A., The City Railway Terminus, B.Arch. thesis, University of New South Wales, 1 975 .

Cooper, J.M., Commuter Interchange, Third Year Dip. Town and Country Planning Thesis, University of Sydney, 1967. Davies, P ., An History of New South Wales Railway Architecture 1890-1915, B.Arch thesis, University of New South Wales, 1978. Ferrie, M., The First 50 Years, B. Arch, University of Sydney, 1969. Gibbons, R., Transport Administration and Planning in Sydney, M.Ec. thesis, University of Sydney, 1978.

Gregory, D., A Study of Town Hall Railway Station, B. Arch, thesis, University of Sydnev, 1971 .

Hassock, J.M., Lines of Development, B. Arch thesis, University of New South Wales, 1974.

Lumello, R., Railway Station Architecture in New South Wales - the first 50 Years, B. Arch, thesis, University of New South Wales, 1974.

Paterson, W.B., The Co-ordination of New South Wales Transport Policy in the 1970s, LittfB. dissertation, University of New England, 1977. Reynolds, P.L., Evolution of the Government Architect's Branch of the New South Wales Department of Public Works 1788-1911, Ph.D. Thesis, University of New South Wales, 1972.

Seage, B ., Landscape Design Criteria for Sydney's Railway Station, B. of Landscape Architecture thesis, University of New South Wales, 1979. 48 Smith, B .G., John Whitton, B. Comm. (Honours) thesis, University of New South Wales, 1974.

Tranter, G., Goulburn Railway Station, Hist. Archeology II Project, B.A. Paper, University of Sydney, 1980.

Wardrop, A.W., Pedestrian Flow and Station Capacity, M. Eng. Science thesis, University of New South Wales, 1973.

UNPUBLISHED

Askin, R.W., Liberal Party Policy Speech, Sydney, 1965. Australian Labor Party, Transport Policy Speech, speech notes, 19 75 .

Commissioner 'for Address to Way and Works Officers Railways, Conference No. 98, 21st November, 1957, State Rail Authority Archives.

County of Cumberland Report to the Chairman of the Technical Passenger Transport Sub-Committee Upon Certain Aspects of a Advisory Committee, Proposal to Establish a Major Bus/Train Interchange Terminal at St. Leonards, Sydney, 1966. Delany, J .W., Brief History of the Railways now known as South Maitland Railways, manuscript, Newcastle Public Library, 1 968 . Fraser, J., "The Development of the New South Wales Rail System" - An Address to Interstate Gathering, Institute of Civil Engineers, October, 1949, State Rail Authority Archives. "Operation of the New South Wales Government Railways and Tramways", circa 1923, State Rail Authority Archives.

Gough, J.R., The Construction and Development of Sydney Station, Mechanical Engineering Seminar Report, 1965, held by State Rail Authority Archives. Maduran, D.C.B., A Report to the Commissioner for Railways, New South Wales, on a Study Tour Abroad, October, 1967, State Rail Authority Archives.

Mead, T.F. et al, Report of Government Parties Committee on Suburban Train Services, Sydney, 1972.

Newcastle and District Investigations into Passenger Transport Transport Survey Facilities in the Newcastle, Lake Macquarie, Greater Cessnock and Maitland Areas, Report to the Minister for Transport, 1966. 49 Parsons, Brinkeroff, Transportation, promotion manual, Quade and Douglas, no date.

Public Transport Public Transport Commission Programme of Commission of New Investment for Urban Passenger Transport South Wales, Services, 1976-1985, dated 1st December, 1 978.

Urban Public Transport Improvement Programme 1978/79, Sydney, 1978.

Ten Year Capital Investment Conceptual Plan 1980-1990, dated April, 1980.

Urban Public Transport Improvement Programme Financial and Progress Report at 30th June, 1978, Sydney, 1978.

Urban Public Transport Improvement Programme 1974/75, Sydney, 1974.

Submission to the Minister for funds under the Commonwealth Urban Public Transport Improvement Programme, no date.

State Rail Authority Rationalisation of Public Transport of New South Wales, Real Estate, State Rail Authority Property Branch, internal document, 1980.

Transport Improvement Programme for Wollongong District, 1981.

Stinson, J.A., Railway Architecture, held by State Rail Authority Archives, 1956.

Vogel, E.F., History of New South Wales Railways, held by State Rail Authority Archives, no date.

Wilkins, R., A History of Railway Architecture, no date, State Rail Authority Archives.

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Internal records of Australia Post, New South Wales Department of Local Government and New South Wales Magistrates' Courts Administration.

NEWSPAPERS

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