Eastern Suburbs & Illawarra Line

The viaduct across Woolloomooloo

The Eastern Suburbs Line runs between Bondi Junction in Sydney's east and Eveleigh, just south of the Sydney central business district. It is mostly underground, and consists of 7 kilometres (4.3 mi) of bored tunnels and 1.5 kilometres (0.93 mi) of cut and cover tunnels, with only 2 kilometres (1.2 mi) above ground.[3] In the Eastern Suburbs, three tunnels proceed in a westerly direction from Bondi Junction via Edgecliff and Kings Cross; in each of these tunnels there are stations. Between Bondi Junction and Edgecliff, there is a short open-air cutting in Woollahra, and between Edgecliff and Kings Cross, there is a short viaduct over Rushcutters Bay.

From Kings Cross, the line proceeds west towards the Sydney Central Business District on a viaduct that passes over the suburb of Woolloomooloo and the Eastern Distributor. The line then passes into a tunnel underneath the Art Gallery of New South Wales to a station underneath Martin Place. Turning south, the line proceeds through Town Hall, Central and Redfern stations, before emerging behind the Eveleigh Railway Workshops.[4] The line is double track throughout, with turnback sidings at Martin Place and Bondi Junction for citybound trains, and at Central for trains from Bondi Junction.[3]

The Illawarra Line commences at Illawarra Junction at Redfern and travels on the 'Illawarra' (eastern pair) tracks. A dive tunnel allows Intercity services from the South Coast Line to cross underneath the main suburban lines to access Central station. The Illawarra lines are also connected at this point to the Illawarra Relief Lines which emerge from underground and lead to the Eastern Suburbs Line.

From Illawarra Junction, four tracks head south through Erskineville and St Peters to Sydenham station. The 'main' pair of tracks are used by Eastern Suburbs & Illawarra Line and South Coast Line trains and the 'local' pair by Bankstown Line and peak hour Airport & South Line trains. At Sydenham, the Bankstown railway line branches off, but the Airport & South Line trains continue along the Illawarra line until Wolli Creek, where a junction to the East Hills line exists. South of Wolli Creek station, a crossover allows trains from the 'main' pair of tracks to switch to the 'local' pair. This is used by peak hour all-stations Eastern Suburbs & Illawarra Line trains. The four track section ends at Hurstville. The line then continues as two tracks south towards Sutherland, crossing the Georges River via the Como railway bridge between Oatley and Como. At Sutherland the Cronulla line branches in an easterly direction.

The main line then heads in a southerly direction, parallel to the Princes Highway to the west and bordering the Royal National Park on its eastern side until Waterfall, the last suburb in the Sydney metropolitan area. The track continues south from here as the South Coast Line through the Royal National Park towards the Illawarra region.

• 
  Map of the Eastern Suburbs Line
• 
  Map of the Illawarra and Cronulla lines

The Illawarra line route was approved by the New South Wales Government in 1880. This route originated near the inner-city locality of Macdonaldtown and ran to Kiama via the locality of "Bottle Forest", a distance of 109 kilometres (68 mi). The route selected comprises the present-day route of the Macdonaldtown to Waterfall section of the Eastern Suburbs & Illawarra Line.[5] On 6 April 1881, Governor Augustus Loftus assented to Act 44 Vic. No. 28, which provided £1,020,000 for the construction of this railway, and proposed that the first section of 37 kilometres (23 mi), constituting approximately the present suburban route, be completed by 30 September 1884.[5] Almost immediately, concerns were raised about the new route's viability, most specifically over the cost of tunnelling between Waterfall and Otford to reach Wollongong. Work was suspended past the 24-kilometre (15 mi) point at Como, and Government surveyors were instructed to re-survey a route via the Port Hacking River that had originally been surveyed in 1873. Their work allayed concerns about the new route: although the new route had more tunnelling, excavation and sharp curves, the total cost of the "Bottle Forest" route was estimated at £130,175 less than the original Port Hacking route. The Minister for Works eventually agreed on this new route, although construction was again briefly halted when the contractors refused to recommence work on the disputed section.[6] With new contractors hired, the line was complete to Hurstville by 15 October 1884, Waterfall by 9 March 1886,[7] and the whole line to Kiama was opened officially in Wollongong on 22 June 1887.[6]

According to the official papers on the line's construction, when the line first opened for trains between Sydney and Sutherland construction was not quite complete, so excursion services initially ran on weekends only until the entire line was handed over. The first official train ran within the modern-day suburban area on 9 December 1885, although the line was closed once again between December 1885 and January 1886 to permit testing on the new bridge over the Georges River.[6]

The old and new Como bridges over the Georges River, facing west. The older bridge is in the foreground.

The line was originally constructed as double track between Illawarra Junction and Hurstville with single track thereafter; however, its rising use meant that the line required duplication soon afterwards. The line was duplicated between Hurstville and Loftus Station (with the exception of the Como bridge over the Georges River) in April 1890, then southward to Waterfall by 12 December 1890. The section of track between Illawarra Junction and Hurstville was quadruplicated between 1913 and 1925.[8]

After duplication in 1890, the original lattice-girder Como Bridge across the Georges River was laid as gauntlet track.[9] This arrangement remained in place for many decades, causing a notorious bottleneck on the line, until the New South Wales Government commissioned John Holland & Co to build a new bridge in 1969.[10] Construction of the new bridge, made of prestressed concrete box girders, commenced in 1969 and was first used by the 18:17 service from Como on 19 November 1972.[11] The old bridge, as well as a former alignment of the line between Mortdale and Oatley replaced in 1905, is now used as a rail trail for pedestrians and cyclists.[12]

The Illawarra Line was the first railway electrified in New South Wales, and was built in conjunction with the construction of the City Railway between Central and St James, opening on 1 March 1926, a few months before the line was connected to the new underground railway.[8][13] By November 1926 the electric overhead had passed Sutherland and continued to the branch line constructed to the Royal National Park.[8] The line between Loftus and Waterfall remained unelectrified until 1980 and was serviced by steam and then diesel railcars.

The double length platform on Cronulla station was built to cope with large holiday crowds. The platform was originally designed to accommodate five trains

A single track tramway line, with four stations and a goods siding, was opened on 12 June 1911 at a cost of £37,505. The route commenced at the southern end of Sutherland station, proceeded north-east to the Princes Highway, east along the Kingsway, then south past the site of the present rail terminus to Shelly Park in the centre of Cronulla.[14]

By 1932, the Cronulla tramway had closed. Competing bus services had begun to run with unrestricted competition, and the tram line by this time was so full with services that trams often ran late due to holdups at the crossing loops and passengers missed their connections at Sutherland. The line suffered large losses in its later years, and the effect of the Great Depression at the time forced it to cease its services, the last passenger service operating on 3 August 1931. The goods service continued until 12 January of the next year.[15]

Although the closure of the tramway allowed planning to go ahead for a railway, the planning for the replacement railway line suffered various delays in the 1930s due to funding issues: the line's construction competed with a proposal to electrify the Illawarra Line to Waterfall, and there were disputes over the point at which the line would connect to the main line. Two early proposals to join the line at Como and north of Sutherland Station were rejected.[16] Despite the delays, Parliament finally gave approval to the line on 2 March 1936, and a route with five new stations was surveyed that would connect with the main line at the southern side of Sutherland station. The new line was opened on 16 December 1939.[17][18]

Although a crossing loop was installed at Caringbah Station and Gymea Station when the line was opened, the single track line prevented the expansion of services to the Cronulla peninsula, and so in the 1980s, it was decided to duplicate a 3.5-kilometre (2.2 mi) section of the line between Gymea and Caringbah, with Gymea, Miranda and Caringbah all receiving island platforms. The new section was opened on 15 July 1985.[19] In the 2000s, the remaining single track sections were duplicated. These opened on 19 April 2010.[20]

The original railway network for the Sydney CBD planned by John Bradfield. The Eastern Suburbs line is drawn in blue.

In 1916, a plan for the city railways, and an Eastern Suburbs extension was drawn up by the Chief Engineer of the Metropolitan Railway Construction, John Bradfield. It was given subsequent approval by Parliament. Bradfield's plan entailed building a City Circle loop, with an extension through to the Eastern Suburbs by means of a viaduct over Woolloomooloo. The line was to extend to Rosebery and Waterloo, with ten stations, linking with the Illawarra Line near Erskineville station.[21]

Upon the passing of the City and Suburban Electric Railways (Amendment) Act in 1947, construction finally commenced on a variation of the Bradfield's proposal.[22] Two lines would be built: one proceeding on a viaduct out to Kings Cross, then eventually to Bondi Beach. Another line would head from St James via Taylor Square and the Sydney Cricket Ground, extending to Kingsford, with a proposal to extend from Taylor Square to Coogee. Construction commenced on sites around Central station but ceased in 1952 due to a recession.[21] Work remained abandoned for over a decade.

In 1967, construction again commenced on yet another variation on Bradfield's design. This involved the earlier route used towards Bondi Junction through Woolloomooloo, then an extension towards Kingsford with five extra stations at Charing Cross, Frenchmans Road, Randwick, University and Kingsford. The New South Wales Government awarded the contract for the civil and structural design to the successful Snowy Mountains Hydro-Electric Authority.[22] An official Legislative Assembly inquiry in 1976, however, recommended that costs on the project be cut, and the extension to Kingsford, a proposed station at Woollahra,[23] and the expansion of concourse areas at Bondi Junction and Martin Place stations did not proceed.[21] Nonetheless, it was resolved to fully integrate the railway with the Illawarra line. The Eastern Suburbs Railway opened between Central station and Bondi Junction on 23 June 1979. Initially, trains ran as shuttle services between Central and Bondi Junction; it was not until a year later that work was finished to integrate the lines. A double-track junction with the Illawarra Line at Erskineville south of Illawarra Junction, twin single track tunnels connecting to the Eastern Suburbs Railway platforms at Central, a set of underground platforms at Redfern and a turnback tunnel at Martin Place opened to complete the project on 20 July 1980.[24]

Bondi Junction had originally been intended only as an intermediate turnback station before the extension to Kingsford was abandoned. As part of the Rail Clearways Program, the $77 million Bondi Junction Turnback project saw a new rail crossover was built between the single-track tunnels, enabling 20 trains an hour, up from 14, to use the station.[25][26] The work was completed in time for the introduction of a new timetable on 28 May 2006.[27]

A steam service stands at Hurstville c. 1910. This was typical of the services on the line before the introduction of electric services.

In addition to Eastern Suburbs & Illawarra Line trains, the Illawarra railway line carries interurban and freight traffic. The Cronulla branch line and the Eastern Suburbs Railway are exclusively used by passenger trains.

Historically, passenger services were provided to the Sydney Central by steam locomotives. The first services to Hurstville were run by steam locomotives of the Q.158 and R.285 classes.[28] When the City Underground opened to St James in 1926, a new electric service was provided to run there. From the time when the line to the Royal National Park was electrified, passengers received a steam train service at first, then when this became expensive, it was replaced by a rail motor service. This arrangement continued until the line was electrified to Waterfall, and the Eastern Suburbs Line was opened.[15] In 1979, the Eastern Suburbs Line being the first line to only use S set double-decker rolling stock.[3] The current running operations for passenger services have remained generally unchanged since 1981 with the integration of the Illawarra line and the Eastern Suburbs Railway. Suburban services utilise Erskineville Junction and proceed to Central and Bondi Junction.

The last S sets were withdrawn from Mortdale Maintenance Depot in March 2013; all services now provided by Tangara and OSCAR sets (as the infrastructure and electrical requirements of newer models are incompatible with the line).[29] Trains typically operate with 12 services per hour in peak, six services per hour in off-peak, and four to six services per hour on weekends and public holidays.[30]

The line currently has 33 operating stations. Only three stations or platforms have closed, the two stations on the Royal National Park Branch (the main station, which closed in 1991, and the platform for the Scout's Camp, which closed in 1947), and the station on the Woronora Cemetery branch, which also closed in 1947.

The stopping patterns on the Eastern Suburbs & Illawarra Line have generally been determined by several different termini. The steam era saw these termini change quite frequently as more terminating facilities were constructed: the first trains on the line after the Waterfall extension in 1887 either ran to Hurstville (16 per day), Sutherland (two per day) and Waterfall (two per day), with all trains stopping at every intermediate station. By 1907, however, Como and Oatley had been added to the list of termini, with nine and seven trains per day respectively. Seven trains per day at this time also ran to Sutherland, and one to Waterfall. Most trains terminated at Hurstville.[15]

Since electrification, the terminus stations for suburban trains have remained consistent. From 1926 trains terminated at either Hurstville, Sutherland and The National Park. With the opening of the Cronulla branch in 1939, Cronulla become the fourth major terminus. In 1980 Waterfall was electrified and replaced The Royal National Park as a terminus, having been served by a diesel-operated shuttle service until then.[15]

• ● – All trains stop
• ◐ – Some services do not stop
• ▼ – Only outbound trains stop
• ▲ – Only inbound trains stop
• | – Trains do not stop

The following table shows the patronage of Sydney Trains network for the year ending 30 June 2022.

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