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94-768: The line terminated at the Central Goods Junction in Sydney Yard, which it connected to the former Darling Harbour Yard . Another track after the line began branched off to Regent Street station , which remains connected to Sydney Yard. The line ran under the Railway Square road overbridge and over the Ultimo Road railway underbridge to Darling Harbour . From Darling Harbour, the line runs to Dulwich Hill . The heritage-listed Pyrmont and Glebe railway tunnels , built in 1922, continue to carry

188-466: A Scot named James Wallace was appointed. Wallace persuaded the legislature to repeal the previous act and replace it, on 4 August 1853, with one requiring a gauge of 4 ft  8 + 1 ⁄ 2  in ( 1,435 mm ) – the current standard gauge . The Sydney Railway Company encountered many troubles: engineers came and went; real estate required became expensive and difficult to acquire; money, supplies and manpower ran short, partly because of

282-512: A gold rush. Eventually the property of the Sydney Railway Company was transferred to the government of New South Wales on 3 September 1855. The line opened on 26 September 1855, from Sydney to Parramatta Junction (near Granville Station), with stations at Newtown , Ashfield , Burwood and Homebush . The Sydney terminal station was on the south side of Devonshire Street, just south of the current Central station . Although

376-472: A hood and a corrugated iron roof, with a roof vent. Internally, the stud framing and timber truss roof members were exposed. The offices and public facilities were contained in the adjacent lean-to, which faced George Street. Only one platform and the main up-line served the passenger station. A similar platform and line layout was used for the Mortuary Station , constructed 15 years later; however,

470-433: A less grandiose Scheme prepared by Norman Selfe. Its main feature is the raising of Belmore Park to the level of the station platform between raised roads in the eastern half of a widened Pitt Street on the one hand and the western half of a widened Elizabeth Street on the other, with a connecting viaduct along Eddy Avenue and a retaining-wall to support the raised park along its Hay Street alignment. Although neither scheme

564-449: A magnificent entrance to the city will be established and the trees will set off the new station. He considers that this opportunity for the improvement and ornamentation of Sydney should not be lost, especially as it will not entail a very heavy cost upon the tax payer, most of the land utilised already being the property of the crown. There will be four double and four single platforms, or practically twelve single platforms in all... Between

658-404: A much larger building than originally proposed, but it is thought in the future it will come into use. In the meantime, certain parts can be left out and added afterwards, but in spite of all such reduction the estimated cost of the new building and the main roof will amount to about £ 400,000 as compared with £ 230,000". As it was being built, it was reported that "Everything in connection with

752-585: A much modified building was actually constructed. The total estimated cost of the works was to be £ 561,000 with the general works estimated at £ 138,000, the Station Building estimated at £ 233,000 and the Resumptions estimated at £ 140,000. Almost immediately these estimates proved conservative, there was much public concern regarding the removal of bodies from the Old Burial ground and

846-531: A new cemetery, the Botany Cemetery, had to be constructed, at public expense, at La Perouse . When the third station was built in 1906, it moved one block north, closer to the city. It fronted Garden Road, which was realigned to form Eddy Avenue. If Belmore Park is included, all the land now occupied by the railway at Central and Redfern coincides with the company's original selection of four blocks between Hay and Cleveland Streets. The present station

940-468: A prominent Sydney builder and local politician, proposed a scheme to provide a circular city extension to the railway. The route included stations at Oxford Street , William Street and Woolloomooloo in the east, Circular Quay , then Dawes Point and a line parallel to Darling Harbour in the west. John Whitton designed a grand city terminus at the corner of Hunter and Castlereagh Streets two years later. Neither of these schemes eventuated. In 1895,

1034-485: A ramp, descending from the north west corner of the building to Belmore Road. A subway for pedestrians to enter the building is to be provided from a point in Pitt Street, nearly opposite the north western corner of the building. The tramway approaches have been so designed as to take them completely clear of all other classes of traffic and congestion, and interference and risk of injury will be altogether obviated. It

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1128-517: A scheme that did not involve the disturbance of or use of land in Hyde Park was sought. The extension of Belmore Park was initially proposed in the 1897 scheme as compensation for the use of the northwestern corner of Hyde Park as a railway station. Following a change of government the St James scheme was abandoned and Deane prepared, c.  1899 , a further two schemes, one of which was for

1222-580: A separate line which could be electrified without impact on the remainder of the rail system. However, due to the necessity of building the City Underground Railway and the proposal for a Sydney Harbour Bridge , not to mention the expansion of the Illawarra and Bankstown lines, the program was altered in order that the electrification could be linked with these proposed expansions. From Well Street, Redfern eight tracks would continue as

1316-677: Is a complex double triangle junction around Flemington Maintenance Depot , which provides access from the main tracks to the Olympic Park line and the Sydney Freight Network . A bit further west is Lidcombe , where there is another triangle junction, connecting the suburban tracks to the Main Southern railway line . Continuing down the line, there are further junctions with various yards and workshops at Auburn, including Auburn Maintenance Centre and Maintrain, and

1410-630: Is a grade separated junction with the Main North line . There is also a single track link that takes freight trains from the Main North west, joining onto a goods line that runs parallel to the Main Suburban. At the next station, Homebush, the local tracks end. Generally, trains on the suburban track merge onto the main, while trains on the local either terminate or merge on the suburban track. The line then continues to Flemington, where there

1504-505: Is also known as Sydney Terminal (Platforms 1 to 12). The property was added to the New South Wales State Heritage Register on 2 April 1999. It recorded 85.4 million passenger movements in 2018 and serves over 250,000 people daily. Central station occupies a large city block separating Haymarket , Surry Hills and the central business district, bounded by Railway Square and Pitt Street in

1598-560: Is intended that the railway traffic should run as now arranged over the Castlereagh and Pitt Street route, but, instead of approaching the station on the ground level, the two lines begin to rise from a point in Belmore Park on a grade of 1 in 20, where they will terminate with a wide colonnade of (sic) platform level. This design, with pavilions and a mansard roof, was strongly influenced by French Renaissance chateaux. The scale of

1692-482: The Cleveland Street Bridge and flyovers. The Devonshire Street subway and Devonshire Street wall were extended through the new suburban section. The new viaduct along Elizabeth Street included new bridges over Eddy Avenue, Campbell Street and Hay Street and a new retaining wall along Elizabeth Street. Modernisation programs were undertaken in 1955 and again in 1964. In the 1955 work, a booking hall

1786-521: The Lilyfield to Central section of the line closed. Much of the alignment was reutilised for light rail which opened from Central to Wentworth Park in August 1997 and was extended to Lilyfield in August 2000. Goods traffic on the remaining heavy rail section ceased in 2009. This section, from Lilyfield to Dulwich Hill, was subsequently converted to light rail, opening as such in 2014. When the light rail

1880-728: The New South Wales railways . The line featured another major yard in Rozelle , on the site of which now exists a light rail depot. A branch line from Rozelle Yard served the White Bay Power Station and White Bay . The Mungo Scott Sidings served the Mungo Scott Flour Mill in Summer Hill . As a light rail line, it now terminates at Dulwich Hill, though it previously connected there to

1974-937: The Old Main South Line branches off at Granville Junction . The railway line then continues on as the Main Western line towards the Blue Mountains . This term distinguished this trunk line from the Illawarra Line which branched south from the Illawarra Junction to Wollongong , and later the North Shore line which carried trains north over the Harbour Bridge . The Main Suburban line between Redfern and Granville

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2068-610: The 125th Anniversary of the NSW Railways and it was at a time when many major service advances were being made to the State Rail System. Main Suburban railway line The Main Suburban railway line is the technical name for the trunk railway line between Redfern railway station and Parramatta railway station in Sydney , Australia , but now generally refers to the section between Redfern and where

2162-618: The 1840s for a railway linking Sydney and Parramatta , with an eastern terminus close to the Sydney city centre. Although the Sydney Railway Company first applied to the government for four blocks of land between Hay and Cleveland streets in 1849, the Surveyor General favoured Grose Farm, now the grounds of the University of Sydney . It was further from the city and less costly to develop. The company finally exchanged land in

2256-418: The 1874 station at midnight of 4 August 1906. During the remainder of that night, the passenger concourse was demolished and the line extended through the old station into the new station. The Western Mail arrived at 05:50 on 5 August 1906 at the new station. Devonshire Street, which separated the two stations, became a pedestrian underpass to allow people to cross the railway line and is now known by many as

2350-575: The Benevolent Asylum grounds, the convent along the northern side of Pitt Street where it debouches upon George Street. The result will be a fine, broad thoroughfare, tree bordered to form the entrance to the city... ...Mr O'Sullivan is also conferring with Mr S Horden to see if an arrangement can be made for the purpose of widening Gipps Street, at present a narrow thoroughfare before any new buildings are erected. By planting these broad streets on each side with trees, Mr O'Sullivan contends that

2444-538: The City Railway whilst four would carry the country trains to the Sydney Terminal. An above ground station would include a link to allow the transfer of passengers and baggage to the Sydney Terminal. This new station was constructed on the east side. South of the station buildings, additional works built to accommodate the electrification and expansion of the city and suburban lines included extensions to

2538-629: The Devonshire Street Tunnel. An 85.6-metre-tall (281 ft) clock tower in the Free Classical style was added at the north-western corner of the station, opening on 12 March 1921. The clock was designed by Richard Lamb and Alfred Fairfax, the co-founders of Fairfax & Roberts. On a continuous axis with the first station building, Belmore Park originally fronted the first Hay and Corn Markets in Hay Street. When

2632-481: The Devonshire Street station could accommodate was 20,000; the new station would be able to accommodate 40,000. The location of the cab rank was also discussed, it having been decided not to incorporate a cab rank inside the building so that the new station could be "kept entirely free from the smell, which the standing of horses under the roof must certainly involve". The last train departed platform 5 of

2726-529: The Glebe stop) to Jubilee Park. The Glebe and Wentworth Park railway viaducts , consisting of the aforementioned Wentworth Park viaduct and the Jubilee Park viaduct, are likewise heritage listed. The Jubilee Park viaduct extends from the east of Jubilee Park at Victoria Road to The Crescent, Annandale . The viaduct stretches approximately 446.5 metres (1,465 ft), making it the largest brick viaduct on

2820-754: The Inner Western suburbs of Sydney to Strathfield. The tracks are named Up and Down Main, Up and Down Suburban, and Up and Down Local. The Main lines are express lines which have no intermediate platforms between Redfern and Burwood, and carry NSW TrainLink and some T9 Northern services. The inner Suburban pair of tracks have some intermediate platforms and generally carry T1 North Shore & Western and T9 Northern suburban services. The southernmost Local pair of tracks have platforms at all intermediate stations and carry all-stations and limited stops T2 Leppington & Inner West Line and T3 Liverpool & Inner West Line services. At Strathfield , there

2914-494: The Old Burial Ground Site. The royal commission in 1897 again considered the city railway extension because of dangerous congestion at Redfern and recommended using Hyde Park. Then, after an investigative trip overseas, Henry Deane prepared alternative proposals for a new railway terminal for the government in 1900. The second scheme proposal called for the resumption of the Devonshire Street cemeteries, but this

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3008-675: The Parliamentary Standing Committee on Public Works advised that a royal commission should be constituted to "inquire into the question of bringing the railway from its present terminus at Redfern into the city". The findings of the commission, favouring a site in St James Road, were released in 1897. The term Central Station was now in common use. The public works annual report of 1896–1897 noted that "the Railway Construction Branch

3102-520: The Railway Commissioners with the accompanying comment by the "Board of Experts" advising on the design of Central Station "we are of the opinion that either one or the other of the architectural designs which accompany this report may with confidence be adopted". Of the two façade options, that of Gorrie McLeish Blair was reputedly selected. The 1901/02 Annual Report describes the progress a year later, "work has progressed vigorously during

3196-505: The Sydney Terminus was to be a collaboration between the architect and the railway engineers. The layout was largely determined by the planning requirements of the railway engineers, to which an appropriate architectural style was overlaid. However, the initial scheme did not contain the required accommodation and an enlargement of the building was approved by the minister. The cost estimate was now £ 610,000. The board were to fulfil

3290-534: The brick fields. The adjacent field which is today Belmore Park was known as the "police paddock", after the police barracks. The remains exhumed from the cemetery were re-interred at several other Sydney cemeteries including Rookwood and Waverley cemeteries. Bodies were moved to Botany by steam tram motors and flat cars. E. O'Sullivan, the Minister for Works, in 1901, established the [Central] Station Advisory Board, comprising railway experts to "investigate

3384-546: The building of retaining wall, Pitt Street, between Hay Street and the Ambulance Depot, near Devonshire-street; the tramway arrival and departure bridges, the piers of which have been carried up to impost and girder-bed level. Shop fronts and arcades in Pitt-street ... the whole of [the] arcade with shop fronts and front wall to the main building from Pitt-street to the extreme eastern end of the building, including

3478-474: The building, arrangement of the approaches and viaducts, the ground level colonnade and the position of the clocktower are all similar to the subsequent scheme, which was actually constructed. By June 1901, work had begun on forming the site of the new station at Devonshire Street, the PWD Annual Report for 1900/01 noting that "a great deal of preliminary work has had to be done in the preparation of

3572-477: The burial ground in Devonshire Street was offered as compensation, public sentiment still opposed the loss of Hyde Park. The initial designs for a near Sydney Terminal were prepared by Henry Deane, the Engineer-in-Chief of Railway Construction in consultation with the Railway Commissioners. Deane is reputed to have prepared 10 schemes for the royal commission. Although the St James location was preferred,

3666-441: The case of Central station, "the levels permit of its being carried on underground by means of subways and lifts at suitable points". The mail was also to be transferred by subway. The train shed roof was to be designed to have a central span of 198 ft (60 m) with two sides spans of 78 ft (24 m). Three pin trusses were to be employed, which were to be brought to the ground to provide intermediate support. The roof

3760-408: The clerical, professional, traffic and audit branches. The railway is to cross Devonshire Street, which as a street for heavy traffic will cease to exist. It will be lowered and modified, to suite pedestrian, cab and light traffic only, with a width of 50ft. The heavy traffic hitherto taken over Devonshire Street will be diverted along Belmore Road and a new street which is to be made on the east side of

3854-414: The completion of the first stage of the main terminal building c.  1906 , was a gloomy building, the glass in the roof lantern not permitting a great deal of light to enter and the soot from the steam locomotives coating the surfaces with grime. The second station grew to 14 platforms before it was replaced by the present-day station to the north of Devonshire Street. In major metropolitan areas

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3948-405: The demand for platform space during peak times resulted in additional branch lines and platforms being constructed adjacent to the passenger station. These lines were brought in front of the station, obscuring it from view and isolating the verandah. By 1890 Whitton's station building had become engulfed within a sea of sheds and tram platform canopies. The second Redfern station, demolished following

4042-558: The earlier scheme. During 1899 a Parliamentary Standing Committee had debated whether the major public buildings should be constructed of brick with a sandstone trim or all sandstone. This committee determined that, for major public buildings, sandstone should be used. Two designs, by members of the Government Architects Branch, were submitted for the façades in October 1901 to the Minister for Public Works and to

4136-562: The east wing have been carried up to the first floor level. The 1908 Royal Commission for the Improvement of the City of Sydney and its Suburbs offered two schemes which, in providing vehicular access, attempted to resolve the discrepancy in scale between Belmore Park and the station building. The scheme presented by John Sulman consisted of two circular roadways, one above the other, around Belmore Park. The Commissioners, however, favoured

4230-401: The end of the docks and the main buildings is the assembly platform, 70ft wide. On the platform level will be booking offices, waiting rooms, cloak and luggage offices, lavatories, convenient refreshment rooms, dining rooms, etc. The basement will be devoted to kitchens, stores, baggage rooms, offices for minor officials, and a dining room for the Railway Commissioners and their staffs, including

4324-479: The extent of the resumption there would, in addition to a terminus, be room for the extension of the goods yard and the erection of a carriage shed and post office. The existing lines were at a higher level than the Burial Ground, so rather than lowering the existing railway track, the tramlines were to be raised to serve a high level station. The Public Works Committee passed the design on 7 June 1900, however,

4418-510: The first stage of the station in 1906. It was the obvious location for expansion when new platforms were added to the original complex to provide the electrical city and suburban connection in 1926. The grand station building is eclipsed from view at street level by the Elizabeth Street ramp, and the later semi-circular classical entrance portico to the city connection is in refined contrast to the rusticated blocks and heavy treatment of

4512-470: The first, second and third blocks, between Hay and Devonshire Streets, for an increased area of eight hectares (twenty acres) in the fourth block, the Government Paddocks, between Devonshire and Cleveland Streets. Hence, the site of the first Sydney railway terminus was located here from 1855. The original Sydney station was opened on 26 September 1855 in an area known as Cleveland Fields. It

4606-419: The gradual enlargement and extension of the railway to the northern end of the city and in the same year Railway Commissioner, E. M. G. Eddy, proposed a terminal city station at the corner of Elizabeth Street and St James' Road. The route of the latter was virtually the same as that for 1879, however, the new site for the terminus included half of the northern end of Hyde Park . Although 6 hectares (16 acres) of

4700-465: The initial line from Dulwich Hill to Darling Harbour. To avoid an opening rail bridge alongside the existing Glebe Island Bridge , a circuitous route was built around Rozelle Bay through the suburb of Pyrmont. The proposal was approved on 23 November 1914, and the line opened on 23 January 1922. To avoid an opening rail bridge alongside the existing Glebe Island Bridge , a circuitous route was built around Rozelle Bay through Pyrmont . Initial traffic

4794-411: The level of Prince Alfred Park." In early 1902, the design of the terminus building was changed yet again, at the request of the "Board of Experts" advising on the design of Central that "the station building has been increased in height by one storey, and considerably in length of front, and an east wing added. A tower also of fine proportions has been included. The completed building consequently shows

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4888-400: The level of detail and materials varied considerably. The first station building was extended almost immediately, a shed being constructed at the southern end to cover an additional 30 metres (100 ft) of platform. When the station became inadequate for the traffic it carried, a new station was built in 1874 on the same site and was also called Sydney Terminal. The Second Sydney Terminal

4982-635: The light rail on opposite sides of the Wentworth Park viaduct. The railway cutting through Pyrmont goes from the commencement of Jones Bay Road, where the line deviated from the wharf sidings (now removed), through the current location of the John Street Square light rail stop . Approaching the stop, the line passes through a short tunnel under Harris Street. After the station it enters a main tunnel near John Street opposite Mount Street. The tunnel exits near Jones Street at Saunders Lane and

5076-427: The line continues in a cutting which progressively opens out on the western side before falling ground levels bring the line on to a viaduct – the Wentworth Park viaduct – near where Jones and Allen Streets intersected before the railway was built. This viaduct continues across Wentworth Park towards Glebe . The Glebe railway tunnel runs approximately 800 metres (2,600 ft) from Lower Avon Street, Glebe (adjacent to

5170-512: The line had platform faces to all four tracks, and the tracks were labelled as fast and slow. After the completion of works in 1927, only Redfern and Strathfield had platform faces on all six tracks. The four tracks now known as the Up and Down Local lines and the Up and Down Suburban Lines were electrified in 1928. It was not until 1955 that the Up and Down Main Lines were also electrified to coincide with

5264-568: The line to Darling Harbour and the neighbouring suburban lines had become excessive, with 592 wagons arriving each day and 512 being dispatched. It was decided to construct separate goods lines from Sefton to Darling Harbour via Enfield , Dulwich Hill and Rozelle, with extensions to Botany and the State Abattoirs at Homebush Bay . The initial scheme, approved by the Parliamentary Committee on Public Works, approved

5358-473: The main building. The Liverpool riot of 1916 , sometimes called the "battle of Central station", took place after soldiers rebelling against camp conditions had raided hotels in Liverpool and travelled to the city by commandeered trains. Upon arrival at Central station, the rioters set about destroying the station facilities, and fire was exchanged between rampaging rioters and military police . One rioter

5452-591: The new road in front of the Station, also for the Devonshire-Street subway and for the whole of the basement floors, including drainage, telephone tunnels, &c." At this stage, the estimated cost of the works was 561,600 pounds, however, it was "probable that his estimate will be exceeded". The necessary tramway deviations, 2.75 miles (4.43 km) of track, were laid in 1901–02 using day labour. The track consisted of rails laid on sleepers. The curve and

5546-722: The new station appears to have been designed on a grand scale, from the great elevated approaches down to the system of handling luggage underground." It is listed on the NSW State Heritage Register and the now defunct Register of the National Estate . Henry Deane, in a lecture given to the Sydney University Engineering Society in 1902, describes the layout of the Central Railway Station that

5640-653: The now closed Carlingford railway line at Clyde . At Granville, the line ends with a triangle junction, continuing onto either the Main Western Line or the Old Main South line . Speed limits on the route vary between locations and tracks (main, suburban or local). The main generally has the highest speed limits, around 80 km/h (50 mph), with some 90 or 100 km/h (56 or 62 mph) sections. The suburban and local tracks vary between 50 and 80 km/h (31 and 50 mph) limits. The limits on

5734-547: The opening of the Blue Mountains electrification programme. Double-deck trailer cars were introduced between 1964 and 1967 replacing old wooden trailer cars in the Iine's electric multiple unit passenger trains. The line commences at Illawarra Junction south of Redfern station, the junction point of the Illawarra railway line . The line consists of three pairs of electrified tracks, six in total, which head west through

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5828-555: The pathway through to Hay Street; this second section opened on 30 August 2015. Central railway station, Sydney Central is a heritage-listed railway station located in the centre of Sydney , New South Wales , Australia . The station is Australia's largest and busiest railway station, and is a major transport interchange for NSW TrainLink inter-city rail services, Sydney Trains commuter rail services, Sydney Metro services, Sydney light rail services, bus services, and private coach transport services. The station

5922-477: The poles were manufactured by local engineering firms including Clyde Engineering Co. The Permanent Way (i.e. track) was imported either from England or America. The construction of the first stage of the station began in June 1902 and was completed in August 1906. By 30 June 1903 the following works had been completed: ... the total quantity earth removed is about 250,500 cubic yards. This has been used to level up

6016-516: The present Redfern Station was officially called "Eveleigh". Although called "Redfern Station", the first and second Sydney Terminals were never actually located in Redfern, being to the north of Cleveland Street, which is Redfern 's northern boundary. The first and second station buildings were both in the form of a shed which covered the main line. A photograph of the exterior of the first station taken in 1871 shows vertical boarding, windows with

6110-589: The question of the design and arrangements of the station". The members included Walter Liberty Vernon , both of the chief engineers of the New South Wales railway (for railway construction and existing lines respectively), and the chief engineers of the Queensland and Victorian railways. The committee also considered a suitable design for the new Flinders Street station in Melbourne . The design for

6204-481: The rail terminus tended to be located within the inner core of the city. The site of the first and second station termini was inconveniently located for the city. Initially, a horse-bus service operated from the station to the city and both the engineer-in-chief, John Whitton , and the Chief Commissioner for Railways, B. H. Martindale, recognised the urgency of a city rail extension. In 1877, John Young,

6298-447: The remains to a cemetery of their choosing, however, the majority of bodies removed were relocated, at government expense, to the new cemetery at La Perouse. The Belmore Park to Fort Macquarie Electric Tramway was also constructed in 1900–1901. The earlier brick and sandstone design, with a mansard roof, was abandoned in favour of an all sandstone terminus building which largely incorporated the same passenger, tram and vehicle separation as

6392-585: The rest of the Sydney goods network through the Wardell Road Junction. From the time when the Sydney Railway Company was formed in 1848, it had been the intention of the company to build a freight terminal at Darling Harbour. To this end, a railway line was constructed between the Sydney railway station (the predecessor to Central railway station) and Darling Harbour, which opened on 26 September 1855. By 1908, goods traffic on

6486-456: The site for the new station and the extension of the railway, owing to the necessity of removing the bodies from the old cemetery and providing a new cemetery to receive the remains, as well as the demolition of the buildings and disposal of the material. The work of clearing and levelling is now well in hand." "Private removals were commenced on the 29th of February 1901 and at the end of the year 1,145 bodies had been removed." Families could remove

6580-525: The southern end of the current Central station and Cleveland Street ) on 20 May 1850. The original engineer appointed was Francis Webb Sheilds , an Irishman. He persuaded the New South Wales legislature to pass an Act on 27 July 1852 requiring all railways in the colony to be of 5 ft 3 in ( 1,600 mm ) gauge. This was the gauge in use in Ireland and is now referred to as 1,600 mm gauge. After Sheilds resigned due to difficulties,

6674-426: The spoil excavated for the foundations". A more detailed account is given of the excavation: "the excavation to the docks and main building containing some 80,000 cubic yards, has been taken out and the material removed to Belmore Park, where it forms the tramway embankments and raises the general level of the park. About 30,000 cubic yards of material from the Castlereagh-street cutting have been utilised in improving

6768-406: The station site as required. Belmore Park has been raised to carry the tramways to the station... The Sports Grounds Moore Park (cycling ground) have been formed and the best of the clay had been disposed of to Messrs. Goodlet & Smith at their brickworks ... The whole of the foundations to the main buildings have been taken out and concreted. On 21st July, 1902, the first order for building stone

6862-441: The station. Cabs will enter the station from Devonshire Street. The exit for cabs will lead into Pitt Street by an inclined ramp and subway, thus avoiding any crossing on the level of the path of either pedestrians or tramcars. The main approach to the station will be opposite the intersection of George and Pitt Street, and foot passengers, and cabs and other vehicles will enter here. Departure for vehicles will be effected by means of

6956-556: The third station was located one block further north, it linked up with the southern side of Belmore Park. The park then fortuitously provided a green foil to the commanding city front of the station. In 1902, the Railway and Tramway Construction Branch, headed by Henry Deane, reported that "plans and detail drawings have been prepared in the office for the whole of the retaining wall and shops in Pitt-Street, both north and south of

7050-428: The vicinity was sometimes referred to as Redfern , it was not near the current Redfern station . The line was quadrupled to Flemington on 31 December 1893. The line saw its most dramatic change when the section from Redfern to Homebush was expanded from four to six tracks by the addition of two tracks initially intended for non-electric express trains that opened on 30 October 1927. Prior to 1927, all stations on

7144-475: The west, Eddy Avenue in the north, Elizabeth Street in the east and the Devonshire Street Tunnel in the south. Parts of the station and marshalling yards extend as far south as Cleveland Street , and are located on the site of the former Devonshire Street Cemetery . There have been three terminal stations in Sydney. The railway arrived in New South Wales in 1831. Proposals began in

7238-568: The wishes of the minister that "the building should be a monumental work of stateliness and beauty". An early proposal for the new terminus, and the changes to the surrounding area, were reported in the Sydney Mail in 1901: One of the reforms to be incidentally effected will be the widening of Pitt Street near the railway to 100ft. The width will secured by taking in land on the right already resumed or in Government hands, and including

7332-546: The year. All the old buildings and human remains have been removed from the site and the foundation stone was laid at the corner of Pitt-street and the New Belmore road on the 30th April. The information of New-Street, 2 chains in width, the extension of Castlereagh-street and the widening of Hay and Elizabeth Streets is well forward. The levelling of the whole site is practically finished, and great improvements have been made to Belmore and Prince Alfred Parks by filling in with

7426-419: Was a more substantial brick station building, initially with two platforms. The second station building was constructed on the site of the first station, the main hall spanning the up and down mainlines. Separate platforms and facilities were provided for arriving and departing passengers. The new station building appears to have taken three years to complete: the drawings are dated 1871, while the official opening

7520-408: Was a temporary timber and corrugated iron building, constructed rapidly in late August to early September 1855, in time for the opening of the line to Parramatta for passenger trains. This station (one wooden platform in a corrugated iron shed), called "Sydney Terminal", had Devonshire Street as its northern boundary. It was frequently but unofficially called "Redfern Station", while at that time,

7614-537: Was attempted, Selfe's proposal is recalled in the Elizabeth Street ramp which was built in 1925 to allow the extension of an electric connection to the city. The park, needless to say, was never raised to the height of the assembly platform. The Elizabeth Street façade of the Sydney Terminus has received less attention. Facing the working class terraces in Surry Hills , the eastern wing was finished in brick rather than stone when shortage of funds hurried completion of

7708-849: Was built on a site previously occupied by the Devonshire Street Cemetery , South Sydney Morgue, the Convent of the Good Samaritan, the Sydney Female Refuge, police barracks and superintendent's residence (on Pitt Street), Christ Church Parsonage, the Benevolent Asylum (fronting Railway Square), a steam train depot (at the corner of Pitt Street with Garden Road), as well as some residential properties on Railway Place. The convent, female refuge and police barracks were all original part of "Carters Barracks", built in 1819 to house convict gangs working as carters on

7802-539: Was called upon to furnish voluminous plans and estimates of the cost of the various proposals brought before the commission. After a most exhaustive investigation, the Royal Commission reported, almost unanimously, in favour of the extension of the railway into the city by the route and according to the plan as described as the St James Road Scheme". In 1897, Norman Selfe drew up a scheme for

7896-399: Was cheaper and less contentious than the acquisition of Hyde Park. It was the second scheme which was eventually adopted. The earlier schemes to extend the lines further into the city would have been prohibitively expensive and would have required large scale resumptions. The site of the Old Burial ground was, in comparison, relatively easily obtainable as no private land was involved. Due to

7990-403: Was created (in the former refreshment room, now the railway bar). Murals depicting railway scenes lined the walls and a terrazzo map of Australia was installed on the floor. In October 1980 a modernisation program at the Sydney Terminal commenced. The objective of the work was to improve the facilities for both passenger convenience and comfort. The start of this modernisation program coincided with

8084-567: Was currently under construction: In his lecture, he also discusses many of the technical aspects of the design including luggage handling, the lifts, the water towers, the train shed roof, which was subsequently deleted as a cost-cutting measure, the platforms and signalling. A novel method of luggage handling was designed for Central to "get rid of the objectionable luggage-trolley, which is always frightening nervous people". An overhead luggage carrying system had been developed in England, however, in

8178-449: Was given to Mr Saunders, at Pyrmont Quarry. On the 6th of August Inspector Murray went to Pyrmont Quarry to arrange for starting work dressing stone. On the 7th August eleven masons started work, and on the 18th the first dressed stone was landed on the works from Pyrmont Quarry and was set in place on No. 3 Pier, arrival bridge, on the 19th August; and since that date 127,000 cubic feet have been built into place. This stone has been used in

8272-422: Was in 1874. The second station, like the first, was constructed to allow for a future extension of the line into the city, the lines initially extending just far enough past the building to accommodate a steam locomotive. John Whitton, the engineer-in-chief, designed a neo-classical station building to be constructed of brick, with the decorative detail formed using polychromatic and relief work. Almost immediately

8366-515: Was initially conceived, grain was still be transported along the line to Pyrmont, and so planning was undertaken with the presumption that this would continue. A section of the corridor from the northern end of the Devonshire Street Tunnel to Ultimo Road was developed into a pedestrian pathway and was originally called the Ultimo Pedestrian Network until it was renamed The Goods Line in 2012. Plans were then announced to expand

8460-414: Was officially opened on 4 August 1906 and opening for passengers on 5 August 1906. During Governor Macquarie 's term, the future site of the Sydney Terminal was beyond the limits of settlement, which were marked by the tollhouse located at the end of George Street and at the entrance to Railway Square . Central station was designed by the government architect, Walter Liberty Vernon . The new station

8554-409: Was shot dead and several were injured. The only remaining evidence of the gun battle is a small bullet-hole in the marble by the entrance to platform 1. This incident had a direct influence on the introduction of 6 o'clock closing of hotels in 1916, which lasted in New South Wales until 1955. The original proposal for electrification was for the North Shore line , from Hornsby to Milsons Point ,

8648-547: Was spoil for the construction of the Main Suburban line between Sydney and Parramatta , then for the carriage of departmental coke for steam engines, and a small amount of timber from 1860. Initial reports of the traffic on the line suggested that freight revenue amounted to only £20 a year, and there was only 60 tonnes of coke carriage a week. The Sydney Light Rail Company was established in 1994 and, in January 1996,

8742-497: Was the first railway line to be constructed in New South Wales. The first company to start rail transport in New South Wales was the Sydney Railway Company which was incorporated on 10 October 1849 with the aim of building a railway from Sydney to Parramatta . Capital was raised, shares were sold, and a route was surveyed. The first sod was turned by Mrs Keith Stewart (daughter of the Governor) at Cleveland Paddocks (an area between

8836-525: Was to be continuous. This truss and roof configuration was to be based on that of the Union Station, St Louis , visited by Deane in 1894. Such a roof would have rivalled those of the major metropolitan termini in Europe and America. The platform area was to be double that of the earlier station and correspondingly double the number of passengers could be accommodated. The maximum number of passengers that

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