View allAll Photos Tagged architectureanddesign
I captured this photo on a sunday cloudless day in London whilst walking past the Royal National Theatre on the southbank of the city. I like how processing to black and white has brought out so much detail in the walls.
These interesting structures are fenced in and are part of the Urban Artwork on an island surrounded by traffic going up to the Citlink Freeway. I've wanted to see these for awhile but the fence mean't I had to stick the camera through the gap in the gate.www.architectureanddesign.com.au/features/comment/beyond-.... With our FFF+ group
This is the mirrored cone at the center of the glass dome atop the Reichstag building in Berlin, Germany. I took this shot early in the morning whilst on the spiral ramp that goes around the interior of the dome.
The Monash gallery itself was designed by leading Australian modernist architect, Harry Seidler (1923-2006). Seidler emigrated from Vienna, Austria, in 1946, after fleeing his home country to England in 1938, just before its annexation by the Nazis.
www.architectureanddesign.com.au/features/list/a-selectio...
29/100 x Theme: Favourites in 2024
Near Grange jetty.
on the Esplanade, built 1880.
The architectural style of Adelaide is comprised primarily of six different styles:
1. Old colonial
2. Victorian
3. Federation
4. Interwar
5. Postwar
6. Late 20th Century
However, the architectural makeup of Adelaide is as diverse as that of Australia itself. Some other notable styles which have made their mark on Adelaide’s landscape include Victorian, Edwardian, Federation, Colonial, Italianate, Modernism, Contemporary, and Art Deco.
architectureanddesign.com.au
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124 pictures in 2024/75 Old fashioned
I captured this view of the main stairwell at De La Warr Pavilion during a recent visit to Bexhill, East Sussex. I wanted to flatten the scene by using monochrome, but I love the gold and copper tones of the lamp too much to not selectively colour the scene.
Marco Abud Imagens
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© Unauthorized attempts to upload or change information on this service are strictly prohibited and may be punishable under Law No. 9.610 of February 19, 1998, on Copyright and Neighboring Rights.
Located on Collins Street at the gateway to Melbourne's Docklands precinct, the new Lantern Building is a landmark development that announces the entry into the refurbished 1880's Goods Shed below. Utilising faceted glass panels the building reflects and refracts light as an articulated beacon signalling the entry to the Docklands precinct.
Source: Mimoa web site
For more information follow:
www.architectureanddesign.com.au/news/glass-lantern-build...
Southwark is a London Underground station in the London Borough of Southwark at the corner of Blackfriars Road and The Cut. It is between Waterloo and London Bridge stations on the Jubilee line.
Chemin Faisant.
Voir la ville comme un organisme vivant en constante mutation, où notre place reste à définir.
SKY @ CENTRAL PARK (old Fosters Brewery site)
www.centralparksydney.com/live/sky
"In November 2014, One Central Park was declared the Best Tall Building Worldwide by the esteemed Council for Tall Buildings and Urban Habitat, in Chicago. We agree."
VERTICAL GARDENS
www.centralparksydney.com/explore/a-sustainable-habitat
"Species include varieties of red, pink and purple bougainvillea, dwarf bottle brushes, with deep-red flowers, and vine species with flowers in whites, reds, yellows and purples."
Patrick Blanc - Vertical Garden Designer
"LIVING ARCHITECTURE” BY PATRICK BLANC
www.centralparksydney.com/explore/the-visionaries/patrick...
The story behind Patrick Blanc vertical gardens at Sydney’s One Central Park
www.architectureanddesign.com.au/news/the-story-behind-pa...
One Central Park Vertical Gardens - Patrick Blanc
Sydney, Australia, 2013
A soaring view of the Library of Congress's Thomas Jefferson Building reveals the astonishing grandeur of its stained glass skylight and richly decorated ceiling. This image captures the view straight up into the heart of the Main Hall’s upper reaches, where Renaissance Revival splendor meets American optimism. The meticulously designed skylight—composed of nine intricately patterned stained glass panels—floods the hall below with diffused natural light, filtered through deep blues, pale greens, and soft amber hues arranged in dazzling floral rosettes. Each pane is framed in classical molding and bordered with coffered recesses, lending the ceiling architectural depth and rhythmic balance.
Surrounding the skylight is an explosion of Gilded Age ornamentation. Vibrant murals adorn the curved lunettes, where allegorical figures, winged cherubs, and classical motifs dance amidst scrolls and garlands. Dominated by deep greens, ochres, and golds, the painted ceiling panels feature lavish symbolism, including cornucopias, lyres, doves, and open books—visual metaphors celebrating knowledge, abundance, and the arts. Painted inscriptions, winged figures, and decorative medallions emphasize themes of enlightenment and civic virtue. These decorations, executed under the direction of the master artist Edwin Howland Blashfield and other artisans of the 1890s, elevate the room into a temple of American intellectual achievement.
The photograph’s strong vertical composition draws the eye directly into the stained glass skylight, flanked by fluted pilasters and Corinthian capitals that hint at the structure's monumental scale. The clarity of the glasswork, combined with the warmth of the muraled soffits and barrel vaults, illustrates the harmonious integration of architecture and fine art—a defining characteristic of the Beaux-Arts style.
Built between 1890 and 1897, the Thomas Jefferson Building was conceived as a showcase of American progress and democratic ideals. The ceiling’s opulence was never meant to intimidate but to inspire: to suggest that every citizen had the right to knowledge, learning, and beauty. In that spirit, the murals, stained glass, and ornamentation are not just decorative—they’re didactic, layered with meaning and designed to educate every visitor who looks up.
Today, this ceiling remains one of the most photographed and admired architectural features in Washington, D.C. Whether visited by scholars, tourists, or architectural enthusiasts, it serves as a reminder of the nation's commitment to culture and civic literacy. The interplay of light, art, and symbolism in this space continues to evoke awe—a testament to the enduring power of public architecture done right.
TransGrid’s new Haymarket HQ in Sydney has become the first NSW project to be awarded a 6 Star Green Star Office Interiors v1.1 rating in round one of assessment, exceeding its original sustainability targets at no extra cost thanks to initiatives from the project team, client and subcontractors.
The building has also been awarded 5 Star Green Star Office Design V3 and 5 Star Green Star Office As Built V3 ratings, and recently won the contractor, Built, a NSW Master Builders Association Award for Excellence in Resource Efficiency for its dematerialised fitout and high waste recycling rate.
The design for the nine-storey commercial office building by Bates Smart, Enstruct and Arup was the winning entry in a City of Sydney design excellence competition. The building is situated above an existing four-storey building, and an innovative use of heavy steel trusses across the roof of the existing building to act as a giant transfer truss enabled the new structure to cantilever six metres out beyond the envelope of the existing building, giving an extra 300 square metres of floorplate for each level.
Source:http://www.thefifthestate.com.au/case-studies/transgrids-new-hq-exceeding-targets-and-why-less-is-more/69804
And for more information
www.architectureanddesign.com.au/news/bates-smart-cantile...
TransGrid’s new Haymarket HQ in Sydney has become the first NSW project to be awarded a 6 Star Green Star Office Interiors v1.1 rating in round one of assessment, exceeding its original sustainability targets at no extra cost thanks to initiatives from the project team, client and subcontractors.
The building has also been awarded 5 Star Green Star Office Design V3 and 5 Star Green Star Office As Built V3 ratings, and recently won the contractor, Built, a NSW Master Builders Association Award for Excellence in Resource Efficiency for its dematerialised fitout and high waste recycling rate.
The design for the nine-storey commercial office building by Bates Smart, Enstruct and Arup was the winning entry in a City of Sydney design excellence competition. The building is situated above an existing four-storey building, and an innovative use of heavy steel trusses across the roof of the existing building to act as a giant transfer truss enabled the new structure to cantilever six metres out beyond the envelope of the existing building, giving an extra 300 square metres of floorplate for each level.
Source:http://www.thefifthestate.com.au/case-studies/transgrids-new-hq-exceeding-targets-and-why-less-is-more/69804
And for more information
www.architectureanddesign.com.au/news/bates-smart-cantile...
While I have boldly asserted in the title the build date and location of the structure I am uncertain of both.
It is behind the old Newtown RSL but is this technically Erskineville? And was it built early '70's or late '60's? Dunedoo are you up for the task?
I do know it is seriously run-down.
The following are some comments from "Anonymous" I found on a blog:
Mary Reiby (on the $20 note) used to have a house at no 31 where she lived when she retired, hence Reiby St, Reiby lane and Reiby Hall where the RSL now is next door. See photos of the original building at www.slv.vic.gov.au/pictoria/gid/slv-pic-aab73347/1/b52080 and an earlier picture acms.sl.nsw.gov.au/item/itemDetailPaged.aspx?itemID=152624
this site has some interesting history info: www.darlinghurst.biz/NewTown.Tv/reiby.htm
For more on the redevelopment of the Newtown RSL follow this link:
www.architectureanddesign.com.au/news/newtown-rsl-club-tr...
Update : I have just read that:
Mary Reiby's mansion Reibey House stood on this site until it was demolished in 1967 to make way for public housing.
Architecture interior in Europe.
As a reminder, keep in mind that this picture is available only for non-commercial use and that visible attribution is required. If you'd like to use this photo outside these terms, please contact me ahead of time to arrange for a paid license.
SKY @ CENTRAL PARK (old Fosters Brewery site)
www.centralparksydney.com/live/sky
"In November 2014, One Central Park was declared the Best Tall Building Worldwide by the esteemed Council for Tall Buildings and Urban Habitat, in Chicago. We agree."
VERTICAL GARDENS
www.centralparksydney.com/explore/a-sustainable-habitat
"Species include varieties of red, pink and purple bougainvillea, dwarf bottle brushes, with deep-red flowers, and vine species with flowers in whites, reds, yellows and purples."
Patrick Blanc - Vertical Garden Designer
"LIVING ARCHITECTURE” BY PATRICK BLANC
www.centralparksydney.com/explore/the-visionaries/patrick...
The story behind Patrick Blanc vertical gardens at Sydney’s One Central Park
www.architectureanddesign.com.au/news/the-story-behind-pa...
One Central Park Vertical Gardens - Patrick Blanc
Sydney, Australia, 2013
The Roma Street Railway Station was completed in 1875 as the terminus of the newly constructed railway line from Brisbane to Ipswich. It was a fine two-storey brick building with a large carriage shade designed by Queensland Colonial Architect FDG Stanley.
Originally the Station had direct vehicular and pedestrian access from Roma Street, but this changed in the late 1930s when new railway lines were installed between the building and Roma Street effectively turning the Station building into an island platform.
By the late 1990s the Station was in a poor state. It was largely unoccupied and suffered from a lack of maintenance. The rook leaked in many places due to damaged skylights, and there was considerable damp and termite infestation evident. Stage One Works commenced on site in 2012, and involved making the whole building structurally sound and watertight, as well as the restoration and reconstruction of external elements on the upper floor.
Description source:
View the original image at Queensland State Archives:
www.archivessearch.qld.gov.au/items/ITM2149141
Roma Street Railway Station occupies a 0.55ha site within the extensive Roma Street Station transit complex, located on the western side of the Brisbane central business district. The substantial masonry station building (1875) is set back from and faces Roma Street (although partially obscured by later development), and has a prominent centred entrance to the front (south) and a platform along the rear (north). A later platform and awning to the south is associated with the former Country Station development (1939/40).
Features of Roma Street Railway Station of state-level cultural heritage significance are:
Station building (1875)
Platform (1875)
Country Station platform and awning (1939)
Views
The state-level periods of significance of the place are layered and relate to its origins and use as a passenger station (1875-1940) and railway design, traffic and management offices (1875-1974), and the establishment of the former Country Station (1939/40).
A large iron-roofed shelter (c1980) to the east of the station, small buildings to the west, and a lift, stairs and escalators accessing the modern subway below, are not of state-level cultural heritage significance.
The Roma Street Railway Station was opened in 1875 as the first Brisbane Terminal Station for use on the Brisbane end of the Southern and Western Railway Line from Ipswich. The two-storey station building was designed by Francis Drummond Greville (FDG) Stanley, the Colonial Architect and Superintendent of Public Buildings, in 1873 and built over the next two years by Brisbane builder, John Petrie. The station operated as the Brisbane terminal station until 1889, as a major passenger and administration station until 1940, and Brisbane’s primary railway goods facility until 1991. It served as offices for the Queensland Railway Department (later Queensland Railways, later Queensland Rail) staff for over 100 years, and is the one of the oldest surviving railway buildings in Queensland.
In the Australian colonies, governments fostered the development of railways as a means of developing the country and encouraging settlement. It was argued that rail would reduce freight costs and save travel time for passengers.[1] Queensland’s first railway survey was undertaken by the New South Wales Government in 1856, and following separation, Queensland Parliament passed the Railway Act in 1863, enabling railways to be constructed in the colony. The railway network developed along decentralised lines extending from ports to pastoral and mining centres. The first line, between Ipswich and Bigge's Camp, 34km west of Ipswich (later Grandchester, QHR600729), was opened in 1865. This was the first stage of the four-stage Southern and Western Railway project which linked Ipswich to Toowoomba in 1867, Warwick in 1871, and Dalby in 1878. New railways opened west from Rockhampton in 1867 (the Northern Line, later renamed the Central Railway), west from Townsville in 1880 (the Great Northern Line), Cairns in 1887, and south from Normanton in 1891.
The Southern and Western Railway served the pastoralists and industrialists of Ipswich and the Darling Downs, and was primarily for goods, rather than passengers. With the railhead at Ipswich, a railway to Brisbane was not initially considered essential, as goods could be shipped from Ipswich to Brisbane’s port for export. However, the Bremer and upper Brisbane rivers could not cope with large shipping, and lobbying began for an extension to Brisbane. A preliminary survey of possible lines was completed in 1865,[4] but concerns over the extension’s financial viability put work on hold. A Royal Commission on Railway Construction was called in the 1870s, and recommended the extension: the business generated by it was likely to be profitable, and the colony’s economy, which had collapsed in the mid-1860s, had been bolstered by the Gympie gold rush and was better able to afford new infrastructure.
The extension between Ipswich and Oxley was approved in August 1872,[6] and, the first sod on the extension was turned at Goodna in January 1873. From Oxley, two lines had been surveyed, terminating either at North or South Brisbane. After extensive debate, the route to North Brisbane, via a bridge at Oxley Point (Indooroopilly), was chosen as more cost-effective. The terminus of this route, selected by Railway Department Chief Engineer HC Stanley, was located within the Grammar School reserve at the base of the ‘Green Hills’ (Petrie Terrace). The site was unused by the school and was large enough for a major passenger station and goods yard.
The section between Oxley and Brisbane was approved in October 1873,[9] and the Government called for tenders for the construction of the railway terminus station in Brisbane. FDG Stanley, the recently-appointed Colonial Architect and Superintendent of Buildings within the Public Works Department, was the designer of the building. Stanley had commenced with the Public Works Department in 1863, serving as Superintendent of Buildings after Charles Tiffin vacated the Colonial Architect’s position. He was the official Colonial Architect from 1873-1883, when the colony, recovering from the economic collapse of the 1860s, began to invest in public buildings. Stanley’s designs, balancing classical styles and stylistic features with climate-appropriate adaptations and economic restraint, helped define public architecture in Queensland. Extant examples of major works, designed while he was Colonial Architect, include the original State Library (1876-9, QHR600177); Toowoomba Court House (1876-8, QHR600848); Townsville Magistrates Court (1876-7, QHR600929); Townsville Gaol (now part of Townsville Central State School, 1877, QHR601162); Brisbane’s Port Office (1880, QHR600088); Toowoomba Hospital (surviving kitchen wing 1880, QHR601296); post offices at Gympie (1878-80, QHR600534), South Brisbane (1881, QHR600302) and Toowoomba (1880, QHR600847); as well as the Brisbane Supreme Court (no longer extant). As Superintendent of Buildings he designed the Toowoomba Railway Station (1874, QHR600872), Government Printing Office (1873, QHR600114) and Lady Elliott Island Lighthouse (1872-3).
The Brisbane Courier provided a detailed description of the proposed Terminus Passenger Station in October 1873:
The general style of the building will be that known as the Italian Gothic order of architecture. The material used...will be pressed brick with cut stone facings, this being chosen on account of its durability and as also affording the greatest consonant with economy. The station will consist of a main building, two storeys high, flanked at each end by a single storey wing.
The building was designed to house both a passenger station and railway administrative offices. Passengers would access the station from Roma Street via a carriageway, disembarking at the station’s central carriage porch. The porch fronted a 10ft (3m) wide arcade running the length of the main building. From the arcade, passengers would enter either the first-class booking office on the east or the second-class booking office on the west, both served by a semi-circular ticket office on the rear (northern) wall. Female passengers travelling on second-class tickets could wait in a small room located along a western passage, while separate waiting rooms for first-class male and female passengers were east of the first-class booking office. Doorways in the rear wall of the booking offices and waiting rooms led directly onto the 190-foot (58m) long departure platform. Arriving passengers exited the station via a second platform across the rail line. Luggage was loaded onto trains via the luggage passage, on the eastern end of the building. The guards and porters room, staff facilities, a lamp room and stairs to the upper floor were situated in the eastern wing. The western side of the building held public services, including the telegraph office, station master’s office, and parcel and book office, accessible via a public lobby at the end of the arcade. A private staircase to the traffic managers’ office, a staircase to the traffic department, and toilet facilities were located in the western wing. An office or book stall space, in the northwestern side of the building, was accessible from the platform.
Upstairs, the offices of the traffic department, clerks, accountant, draughtsmen, Railways Engineer, Resident Engineer and contractors were accessed from a central passageway which ran almost the length of the building; with a small S-bend in the western end. An arch in the centre of the corridor marked the separation of the traffic department from the Chief Engineer’s office. Both wings hosted staircases.
The building included adaptations for the climate. The arcade sheltered the ground floor rooms from the sun, while skylights in the ceiling and a ventilated lantern provided light and ventilation to the upper floor. All public rooms and most of the offices were fitted with fireplaces. A platform shade, installed on the northern wall of the building over the platform, sheltered passengers from the weather, and was composed of material from an iron station building imported from England for use at Toowoomba. It was supported by brick buttresses at both ends of the building (extant) and on the arrivals platform (no longer extant).
Commensurate with Stanley’s design approach, materials used for the station reflected elegance but economy. Apart from the recycled iron roof trusses and columns, the building was constructed of machine-pressed bricks made from locally-sourced clay, more affordable than stone, and praised as ‘cleaner, sharper [and] finer’ than Brisbane bricks used in earlier buildings. Freestone for the building dressings and columns was sourced from Murphy’s Creek.
Construction work took place over two years, after contractor John Petrie’s tender of £11,845 was accepted in December 1873. Progress was slow, with the stonework foundations underway in June 1874, and the building only ten foot above the ground by September. The line from Ipswich to Brisbane was opened without ceremony on 14 June 1875. The platform at Brisbane Terminus Passenger Station was half-paved, the rooms and corridors incomplete, the roofing over the platform in progress and there was no permanent lighting. Nonetheless, an interested crowd gathered to watch the first outbound services leave the station. The building was sufficiently complete by August 1875 for the Brisbane Courier to describe it as ‘in all respects convenient, handsome, and well-designed’. The station’s arcade was later highlighted as one of Brisbane’s valued architectural features.
The Brisbane to Ipswich route quickly became the busiest section of line in Queensland. Merchandise and imported goods from the ports were despatched along the line, while produce from the Darling Downs and surrounds – including coal, flour, wool, hay, maize, livestock, vegetable and dairy produce – was brought to Brisbane. A central goods handling facility was opened at the Terminal Station, including a large (64m long) goods shed and two sidings, erected in 1875-6 (no longer extant), while railway produce markets opened outside the station, along George and Roma streets. A maintenance yard also operated at Roma Street, including locomotive and carriage sheds. By 1882 the Terminal Station platforms had been extended to cope with the traffic and trade. Traffic reduced slightly after some export goods were diverted to South Brisbane in 1884,[32] but expanded again.[33] Cattle yards, produce sheds, carriage sheds, gas works, goods sheds, coal stages, cold stores, additional locomotive sheds and siding extensions were all added to Roma Street’s goods yard. None of these structures survive in 2020.
Passengers also used the line. Residential occupation of Toowong and Indooroopilly boomed as middle-class city workers took advantage of the four daily train services. In 1882 rail lines were opened from the Terminal Station to Sandgate and the Racecourse, taking day-trippers to the seaside and races, and bringing northern suburbs passengers into Brisbane. In January 1888, the first through-service to Sydney departed from the Terminal Station. However, travellers criticised the lack of direct access from the Terminal Station to the central business district, and in 1889, the Brisbane Central Railway Station was opened. Central Railway Station (QHR 600073) – located closer to the General Post Office and city office buildings – became Brisbane’s main passenger station, and the original Terminal Station was renamed Roma Street Railway Station.
Despite its diminished status, Roma Street remained a major centre for passengers and travellers. Through the 19th and early 20th centuries, guards of honour lined Roma Street to greet and farewell significant visitors and figures, including premiers Morehead and Griffith, governors Norman and Lamington; Governor-General Munro-Ferguson; the late politician JM Macrossan, who had died in Sydney; singer Nellie Melba; Lord Kitchener; and Salvation Army General Booth. Roma Street continued to operate as the Sydney Mail terminus until 1931, when the service shifted to South Brisbane. Crowds thronged to Roma Street Station as soldiers departed for the South African War and World War I. Travelling circuses performed in the Roma Street yards, and an historic parade in 1936 included a ‘Puffing Billy’ locomotive, which was displayed at the yards until 1959. Roma Street also continued as the city’s primary goods terminus.
The station building played an important role as office accommodation for Queensland railway staff. Internal rearrangements were made to the building to accommodate growing staff numbers, and improve their working conditions. It was one of the first buildings in Queensland to feature electric light, installed in 1884.[50] The Chief Engineer vacated the building in 1901 and was replaced by the general traffic manager’s department, with a telephonic system of communication installed the same year. Bunker, lumber and message rooms were added to the wings by 1907; a traffic collector’s office and new strongroom were installed in 1911; and parcels, printing offices and machine rooms replaced the first-class waiting rooms, guards’ room and lamp room by 1920. In 1915, an additional storey was constructed atop the central carriage porch, providing more accommodation for the Traffic Branch on the first floor. A traffic control system, coordinating trains between Brisbane and Gympie, was installed and operated from the additional storey in 1927.
Queensland’s railway network extended dramatically in the 20th century. The North Coast line connected Brisbane to Gladstone in 1898, Rockhampton in 1904, and Cairns in 1924, providing a direct rail link between Brisbane and Mackay, Townsville, Winton, Forsayth, Cloncurry and Blackall. Southern and western trains reached Dirranbandi, Surat, Cunnamulla and Quilpie. Central Station initially hosted ‘country’ services, but it lacked room for expansion, and Roma Street’s larger site was earmarked for a new country station. Roma Street’s locomotive, carriage and marshalling yard facilities were transferred to the Mayne Rail Yards between 1911 and 1927, and work began on the new station. A 350ft (106m) reinforced concrete, tiled passenger subway was constructed from Roma Street to the platforms in 1936-7, replacing an overhead walkway. A new steel awning was installed above the southern platform (Platform 3 in 2020), in approximately 1939. It was used in conjunction with two platforms at the new country station (no longer extant) for country and other passenger services.
On 30 November 1940 the Country Station was opened at Roma Street Station. This low-lying face brick building and its additional platform sat directly between the 1873-5 building and Roma Street. The new passenger station relieved congestion at Brisbane Central Station and made Roma Street the chief station for long distance travel north. The original station was refurbished, its roof re-clad with corrugated fibrous sheeting; and its brick walls painted red and lined in cream to match the new station building. The southwest pediment was removed and replaced by a new storey on the western end of the building. A covered area was added east of the building where the subway stairs emerged. The original station building was turned over to the General Manager, with offices for clerks, traffic-, livestock-, coach- and wagon staff, maintenance and locomotive staff, telephone and telegraph exchanges, and the train control section.
Further plans to upgrade and alter the building were postponed by World War II, during which time troop trains departed from Roma Street, and the pedestrian subway served as an air-raid shelter.[66] In 1945, plans were drawn to alter doors, windows and stairs in the wings, and partitions on the first floor. A second storey was added over the west wing in 1953 (later removed), and the General Manager’s staircase was repositioned in 1961. Externally, the iron carriage shed platform shade over the northern platform was removed in 1959.
Extensive change was undertaken at Roma Street around the original station building in the late 20th century. The southern and northern Brisbane railway systems were directly connected in the 1970s, with the opening of the Merivale Bridge in 1978. In 1985, the country railway station (1940 building) was demolished and replaced by a multi-storey centre incorporating new railway and bus facilities, a hotel, offices and function centre. The original station building was left intact, and two new interstate platforms with standard gauge rails were built on its southern side. The pedestrian subway was refurbished in 1986, with a broom finish concrete and expansion joints, and grated drains were laid on the floor, and a ceramic tile finish on the wall faces to match the subway tiles at Central Station. Roma Street’s rail freight facility was moved to Acacia Ridge in 1991. During the mid-1990s the platforms north and south of the early station building were re-arranged and extended. A bricked waiting area and new roof were added east of the station. Underground, a new concourse was constructed to replace the pedestrian subway, and a 19m section of the original subway converted to a storage room.
The station building remained the General Manager’s Office until 1974. The station master, staff workers and archive storage occupied the building in the 1990s. By 1993, Roma Street was acknowledged as the oldest surviving railway station building in an Australian capital city, and one of the oldest surviving railway buildings in Queensland. A new office fitout was installed on the ground floor for Queensland Rail and the Queensland Police Rail Squad in 1999. Stabilisation, waterproofing and reconstruction works commenced in 2012, including restoration of the brick, plaster, lead flashings, window joinery and stone works. Replacement bricks were custom made in England; Welsh slate was imported from the UK; replacement stone came from Helidon; and rolled lead from England was installed. In 2015, a new steel beams and suspension system was installed between the two storeys, to lift a 65mm bow in the timber floor beams fit amongst the existing timber structures. The second storey of the west wing was removed and the roofline reconstructed to its original configuration. The restoration received an Australian Institute of Architects Queensland award in 2015.
In 2020 the building is vacant, pending further repairs.
'The whole life house - designed for the long term, to change and adapt to the complex ways that families now live and work. The house features a separate ground floor annex, which can be adapted for use as a Granny flat, student bedsit, home office or provide additional bedroom space for a growing family.
Flexible accommodation, highly insulated, thermal mass floor, solar panels, zoned heating, passive solar gain.'
www.scotlandshousingexpo.com/plot18.php
Composite image of all the properties.