198103 – Rees & Perry – Sydney Resignalling

The electrification of the metropolitan lines in the 1920’s gave rise to intense signalling activity with the whole of the area from Sydney to Lidcombe as well as most of the rest of the metropolitan system being resignalled. After electrification the track work and main signalling installations remained relatively unchanged and thus on the 1st March, 1973 when the Federal Government invited the various States to submit their proposals for Capital City Public Transport Improvements, the signalling plant was almost 50 years old. The interlocking machines were nearing the end of their life with replacements unobtainable, cables and the troughing which carried them were past repair and the only satisfactory solution was for complete resignalling utilising modern materials, equipment and technology.

Submissions were prepared for two stages of resignalling, the first to be that area controlled by Station West, Station East, Wells Street and Illawarra Junction signal boxes and the second that covered by Ashfield, Strathfield, Homebush, Flemington Car Sidings, Lidcombe, Flemington Goods Junction, North Strathfield and Concord West. (See Fig. No. 1).

In August of 1973, the Federal Minister of Transport gave details of a $31.09 million programme for 1973/74 to be funded on the basis of 2/3 Federal and 1/3 State contribution. Of this amount, $19 million was allocated to N.S.W. and the N.S.W. government earmarked most of the mney for the purchase of new double deck railway carriages, however $20,000 was made available for planning work to commence on the Sydney and Strathfield resignalling projects.

The task was an immense one. The nature of the funding called for the work to be completed within a relatively short period of time and work until that time had always been carried out in house with Signals and Communications Branch forces. These forces were already committed to an extensive capital programme and the only practicable solution available was to undertake the work by contract.

This in itself was a challenge because with work carried out in house very little existed in the way of specifications to cover signalling construction works and these had to be prepared from scratch. For companies capable of performing signalling contract work, it was also a challenge as these works were to be the largest installations ever undertaken by contract in Australia. They were also the most difficult due to the fact that the work had to be carried out under intense suburban traffic conditions on tracks which were already fitted with power signalling.

It was fortunate that at the time a lull had developed in the British Rail resignalling programme with the completion of the West Coast main line work and British signalling companies were able to turn their attention to the Australian market and provide support to their Australian subsidiaries.

Competitive tenders were called on the 7th June, 1975 and replies were received from three signalling companies on the 5th November, 1975 when tenders closed. A contract was subsequently awarded to Westinghouse Brake & Signal Company Australia Pty. Ltd. on the 1st July, 1976.