When Central Was New

New Railway Station Sydney NSW From Elizabeth Street (Central) Front

The image above, of the ‘New Railway Station’ is an amazing snapshot into the very beginnings of a station which so many Sydneysiders and visitors alike are familiar with – Central Station. Today, Central Station is such a vital link in the Sydney train system that we little think of how it began, or what came before.

Central Station is today the busiest station in NSW and the major terminus station for many services. Yet the foundation stone for the station was not laid until 1902, and the station itself did not open until 1906. Before this, there was another terminus station, in an entirely different place – Redfern. The Redfern Station, known as Sydney Station, opened in 1855 as what could best be described as a tin shed. In 1874 a new, more permanent station built of brick and stone was opened, on the same site. As Sydney grew though, a bigger station was needed to service the growing train network.

The plans for the new station, on the north side of Devonshire Street, were approved by Parliament in December 1900, but construction could not begin until the area was resumed. This included moving the remains and headstones from the Devonshire Street Cemetery, which cost over £27,000. Construction on the station itself began in 1902, with the foundation stone for the iconic Clock Tower being laid a year later. In 1906 a gold key was turned in the booking office by Premier Carruthers, and this officially opened the station, with the first train service, the Western Mail train, running through the station at 5:50am. In 1914 platforms 16 to 19 were added, and construction continued throughout the First World War. In 1921 the Clocktower began operation at 10:22am on March 3rd, and the two additional floors of offices were opened.

Advertisements

Tin Town

Tin Town Middle Harbour Sydney Front
The above postcard, dating to circa 1910, is a stunning, highly evocative glimpse into the life of poorer Sydney residents in the early 20th century. Located on the shores of Middle Harbour, the exact location of this particular camp is something of a mystery, though Mosman Library suggest it is overlooking Quakers Hat Bay near Cremorne.
Depression settlements and so called ‘Tin Towns’ like the one pictured above are most often associated with The Great Depression. However, such camps and settlements, clearly including the one above, predate the Great Depression by decades. Sometimes the settlements were home to the poor, but often they were places which people came to periodically, and as such they were only actually occupied on and off by people such as fishermen. The beginning of depression settlements and tin towns in Australia was arguably the Depression of the 1890s. However, it was the Great Depression which saw their size and number increase. Many Sydney residents had lost their jobs and without an income to support them and pay rent, homes were soon lost too. Often these people took only what they could carry from their lost lives, and set out for one of the many depression settlements around Sydney. People who had lost their homes and their jobs arrived, chose an empty space and erected a ramshackle hut, using whatever materials they could find – often corrugated iron or tin sheeting. Life in these camps was hard, but often a strong and very supportive community evolved.

Steele Point

923

The image above is an idyllic view to serenade the end of the warm weather. If you look closely, you can just make out a group of figures, exploring the rocky foreshore. Yet, although Neilson Park remains popular with Sydneysiders and visitors alike, Steele Point itself is today much less well known.

Steele Point is today a seemingly little known area of Neilson Park, yet it has an important and fascinating history. Neilson Park was previously part of the Wentworth Estate, known as the Vaucluse Estate. Neilson Park officially became a public park in 1910 when the NSW State Government took over more than 20 acres of the Vaucluse Estate. Yet Steele Point itself was taken over by the Government much earlier.

In the early 1870s a costal fortification was constructed at Steele Point, the Steele Point Battery. It was built of sandstone and was at least half below the ground, with the material excavated in digging the rooms, tunnels and gun pits then mounded up around the emplacements to hide them from the view of those on the harbour itself. The Steele Point Battery was an important link in the chain of coastal fortifications built in the 19th century around Sydney Harbour to protect the settlement from seaborne attack.

The Argyle Cut

Argyle Cut Front

Today, as so many of us move around the city, following overpasses, and taking tunnels, we little think about the hardships of times gone by, not just for those traversing the city, but for those building some of our iconic roads. The Argyle Cut is the major road link connecting Darling Harbour and Sydney Cove. Today, many of us pass through this amazing, short tunnel, but few of us spare a thought to the great amount of time, expense and risk which went into building it.

Argyle Street has, in some form, existed for more than two centuries. The road was officially built in 1810, leading from George Street towards Millers Point, but it came to an abrupt halt at a sheer rock face. A set of stairs was carved into the rock face at this point, which people could use to reach Cumberland Street and from there reach Millers Point and Darling Harbour, but they had to do it on foot. As a result it was impossible to move carts, vehicles and cargo directly between Sydney Cove and Darling Harbour.

Yet both Darling Harbour (then Darling Island) and Sydney Cove were major hubs of activity, and a more efficient way of moving between the two soon became a priority. A plan for the Argyle Cut was drawn up by Edward Hallen in 1832 and work began in 1843. The initial work was completed by convicts in chain gangs, under overseer Tim Lane, who was renowned for his cruelty and love of flogging. Yet transportation of Convicts to NSW had officially ceased in 1840, and residents were unhappy with seeing convicts working in full chains, no matter how important the work they were completing. Work on the Argyle Cut was eventually abandoned by the government, only to be recommenced with paid labour and gunpowder by the Sydney Municipal Council. Work on the Argyle Cut was completed in 1859.

Pony And Donkey Rides at Sydney Beaches

Bondi Beach Kerry Resort PC Front

This week, with Autumn under way, and the end of the hot weather on the horizon, it seemed an ideal time for The Past Present to turn attention to some of our alternative beach culture and it’s history. Australia is known for it’s abundance of beautiful beaches, and the opportunities for swimming and other water based activities they provide. Yet in the past, some of Sydney’s beaches had other attractions.

If you look carefully in this postcard of Bondi Beach, you can make out a horse or donkey walking along the beach. I can find no written record of animal rides being offered at beaches in Sydney – or at least, not this far back in history. Yet I have heard many anecdotal stories, including from my mother, of pony and donkey rides once being offered along the sandy shores of Sydney’s beaches.

Do you remember having a pony or donkey ride on a Sydney beach?

Milsons Point And The Horse Ferry

Milsons Point Horse Ferry Sydney Harbour Front

The image above is a stunning snapshot of a piece of Sydney history many are unfamiliar with. Today, we are all familiar with the Harbour Bridge, and take for granted the fact that we can easily cross the harbour by car, train, bike or bus. Many of us are familiar too with the history of the stunning bridge itself, yet we little think of what came before and how people, let alone vehicles, crossed the harbour before the bridge was built.

Before the Harbour Bridge, there were only two ways for people to move vehicles like horses and carts, or later, cars, from one side of the harbour to the other. The first was to travel to Bedlam Point and use the punt which crossed the relatively small distance of water. This was a little inconvenient for many, as it involved travelling quite a distance. The other option was to use one of the horse ferries operating on the harbour itself, like the one shown in this postcard.

When we think of a vehicular ferry today, we tend to think of cables pulling the ferry across the span of water. Yet this was completely impractical for the harbour itself, as the span of water was much too great and there were many ships which needed to move beyond the ferry point. A cable would have prevented this. Instead, steam ferries like the one in the postcard were used, transporting everything from passengers to horses, carts and produce between Dawes Point, Blues Point and Bennelong Point. There was, of course, a fee involved and each different type of passenger and vehicle was charged differently. The fees were so specific that there was even one for a ‘Chinaman with two baskets’

When the Harbour Bridge was opened in 1932 there was no longer any need for the ferries and the wharves were demolished and the boats put to other use. The remains of only one of the horse ferry wharves can still be seen, off Hickson Road in the Rocks.

Narrabeen Bridge

Narrabeen NSW Bridge front

The image above beautifully captures the history of a place which many Sydneysiders are familiar with, visiting for its excellent beaches and surfing. In fact, so famous are the beaches that Narrabeen is even mentioned in the Beach Boy’s song Surfin’ USA.

Narrabeen has long been a popular destination for Sydneysiders wishing to visit the seaside, or to go boating on the beautifully still waters of the Narrabeen Lagoon. In fact, the area was widely promoted as an excellent destination for people wishing to improve their health, being far enough from the city to be advertised as ‘country’. Yet early visitors to the area had no choice but to ford the Narrabeen Lake, as although there were basic roads in the area, there was no bridge over the lagoon.

Then, in in the early 1880s, a timber bridge was constructed across the lagoon. As the image above shows, the first Pittwater Road Bridge was quite narrow, and although it was suitable at the time it was built, by the 1920s was too narrow for the increasing traffic and sometimes created a bottleneck, of the kinds we are all too familiar with today. It wasn’t just that the bridge was narrow though, often anglers used the bridge to fish from, and both sides of the roadway could be lined with hopeful fishermen. An iron barrier was installed in the 1940s to protect the fishermen on the eastern side of the bridge, and fishing was banned entirely in 1945. Of course, many locals simply ignored the ban! Finally, plans to build a new, more substantial concrete bridge were made and in 1954 the concrete bridge which we see today was constructed.