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All you need to do is say hello. You will go on mini dates that feel like the real thing. Instantly you will forget where you are and get caught up in the high energy. 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 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 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 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. The work of clearing and levelling is now well in hand. 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 the earlier scheme.

During 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. 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 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, 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, cubic yards of material from the Castlereagh-street cutting have been utilised in improving the level of Prince Alfred Park. In early 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 a much larger building than originally proposed, but it is thought in the future it will come into use.

As it was being built, it was reported that "Everything in connection with 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.

Henry Deane, in a lecture given to the Sydney University Engineering Society in , describes the layout of the Central Railway Station that was currently under construction: [2] 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". A overhead luggage carrying system had been developed in England, however, in 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. Three pin trusses were to be employed, which where to be brought to the ground to provide intermediate support. The roof 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 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 the Devonshire Street station could accommodate was 20,; the new station would be able to accommodate 40, 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 the station at midnight of 4 August During the remainder of that night, the passenger concourse was demolished and the line extended through the old station into the new station.

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The Western Mail arrived at on 5 August at the new station. An When 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.

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The necessary tramway deviations, 2 miles and 60 chains of track, were laid in —02 using day labour. The track consisted of rails laid on sleepers. The curve and the poles were manufactured by local engineering firms including Clyde Engineering Co. The Permanent Way i.

The construction of the first stage of the station began in June and was completed in August By 30 June the following works had been completed: [14] [2]. This has been used to level up 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.

The whole of the foundations to the main buildings have been taken out and concreted. 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. This stone has been used in 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 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 a less grandiose Scheme prepared by Norman Selfe. Although neither scheme was attempted, Selfe's proposal is recalled in the Elizabeth Street ramp which was built in 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. 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 the first stage of the station in 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 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 the main building.

A riot, dubbed the Battle of Central Station , took place in 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 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.

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The original proposal for electrification was for the North Shore line , from Hornsby to Milsons Point , 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 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.

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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 the Cleveland Street Bridge and flyovers. The Devonshire Street subway and Devonshire Street wall were extended through the new suburban section.