“I once walked through the burial grounds on the Surry Hills, in the commencement of Spring, just as the flowers were beginning to bloom forth in all their beauty…”
Bridget Flood was in the same situation too many of us have found ourselves in all too often: stranded at Sydney’s Central train station, hopelessly late. The big difference is that she was waiting there for over 60 years.
As we’ve previously learned, 1820 was a good year to die in Sydney. Rather than ending up beneath the public piss-pot that was once the colony’s first burial ground, you could find yourself in a brand new plot freshly dug at the just-consecrated Devonshire Street Cemetery.
Chosen for its abundance of space and central (heh) location, the area bordered by Elizabeth and Devonshire streets was chosen to replace the Old Burial Ground as Sydney’s premier final resting place. Quartermaster Hugh McDonald, 40, was the first lucky stiff to be buried there following his death in 1819. Long waiting lists…so Sydney so chic.
“It was early in the morning when I commenced rambling amongst the tombs, the dew had not yet been dissipated by the genial rays of the invigorating luminary, and the cool fragrance of the atmosphere had not yet given way to the noon-day heat…”
Bridget Flood died in October 1836 at the age of 49 and, like virtually all deaths in Sydney at the time, was interred at the Devonshire Street site. Quoth her headstone:
“Pain was my potion
Physic was my food
Groans were my devotion
Drugs did me no good
Christ was my physician
Knew what way was best
To ease me of my pain
He took my soul to rest.”
They don’t write ’em like that anymore. And rest she did, as did all those buried at Devonshire Street Cemetery well past its 1867 closure.
Although steadily employed by the city’s dead between 1820 and 1866, the nail in the coffin (heh heh) for the cemetery was the latter year’s introduction of the Sydney Burial Grounds Act (NSW), which prohibited burials “within the city of Sydney from 1 January 1867, with the exception that persons with exclusive rights of burial at that date could still be buried on application to the Colonial Secretary who needed to be satisfied that ‘the exercise of such right will not be injurious to health’“. Phew. Just tie some rocks to me and throw me in the harbour!
You’d think this act would be in anticipation of some kind of grand plan for the burial ground, but no. With the exception of infrequent additions to family plots as outlined by the overly wordy act (and even these ceased in 1888), Devonshire Street was largely ignored by the growing city while new sites like Waverley Cemetery and the Rookwood Necropolis served the public’s burial needs.
By 1900, its advanced state of neglect and decay reflected its residents and disturbed the public:
…although it wasn’t all bad:
“In short, it was exactly such an hour as an imaginative or sensitive being would delight to rove about, and lose himself in the regions of fancy…”
It wasn’t long before some of the more opportunistic voices began to speak out about the the site’s real estate value:
And as early as 1888 there were rumblings about how best to use the land:
It made sense, given that Central Station’s predecessor, ‘Sydney Station’, lay opposite the cemetery along Devonshire Street.
Since 1884, Sydney’s existing rail network had been under the stress of increasing traffic and a limited reach (sounds familiar, doesn’t it?). Sydney Station was constantly receiving upgrades and additional platforms, culminating in a messy setup of 13 train platforms and numerous tram sheds (sounds familiar, doesn’t it?). The city’s railway commissioners initially struggled to decide upon a plan for the future which would provide Sydney with a central hub expansive enough to extend the rail network to the suburbs (sounds- never mind).
An 1897 royal commission proposed the resumption of Hyde Park for use as the central terminal and, to counter the public outrage over the loss of parkland, the Devonshire Street Cemetery would be converted into a park. For a time this plan seemed to be a go until the unexpected death of Railway Commissioner E M G Eddy (of Eddy Avenue fame) that same year. This forced a literal return to the drawing board, where it was decided that it was probably easier to resume just one giant park instead of two. Nice thinking, guys.
In January 1901, the Department of Public Works served notice that anyone with relatives buried at Devonshire Street were to front up and make known their desire to have the remains reinterred at other cemeteries by train, with the cost to be borne by the NSW Government. These days, they’d just tell you to bring a shovel.
Unfortunately, these relatives were given a strict time limit of two months to act, and by the end of that time, only 8,460 bodies had been claimed (not among these was Eddy, who had been buried at Waverley following his death). This left 30,000 remains unclaimed, most of which were transferred to other cemeteries anyway, but due to the rushed nature of construction and given they did such a bang-up job the last time, it’s safe to say there are more than a few commuters at Central waiting for a train that will never come.
With that many bodies to exhume, you can imagine just how many creepy stories must have come out of the venture. Here’s just one:
The reason for the rush was that Melbourne had started work on their Central equivalent, Flinders Street Station, that same year. Sydney was determined to get the drop on Melbourne this time, as Flinders predecessor ‘Melbourne Terminus’ had been Australia’s first city railway station back in 1854, pipping Sydney by a year. The Devonshire Cemetery site had been completely cleared by 1902, and stage one of Central’s construction, which aimed to have the station operational, was completed in 1906. On opening day, the new station featured…13 platforms. Despite being twice the size of its predecessor, this was no improvement, and did nothing to alleviate Sydney’s transport woes (but then again, what ever does?).
“I directed my footsteps to a cluster of tombs on an eminence, which was thickly covered with green and blooming geraniums…”
But the unexpected fruit of the Department of Public Works’ labour was the emergence of commercial activity in the areas surrounding the new station. Its proximity to the city made department store shopping for those out in the sticks a treat, with Grace Bros., Marcus Clark, Anthony Hordern, Bon Marche and Mark Foy all within walking distance of Central by 1908. The Tivoli and Capitol theatres became entertainment meccas for those starved of entertainment in the ‘burbs.
The station itself was hardly the thing of beauty its early designs had suggested, with the rushed development cycle omitting many intended features – least of all Central’s iconic clock tower, which wasn’t completed until 1924.
The construction wasn’t just focused on making sure the station would be operational before Flinders Street, though; there was particular care taken to ensure no trace of the Devonshire Street Cemetery remained, going so far as to completely eradicate Devonshire Street west of its intersection with Elizabeth. Other structures that once stood on the land now occupied by Central and its surrounds – the Belmore Police Barracks, the Benevolent Asylum, the womens refuge – have similarly been lost to time.
“I at first almost forgot the ravages of the grave in contemplating the enchanting appearance of the place.” – James Martin, 1838.
Today, nothing remains to remind commuters of the morbid nature of Central’s past. The cemetery itself was largely situated underneath today’s platforms:
Devonshire Street Tunnel, once Devonshire Street, runs directly underneath the path once carved between the cemetery and Sydney Station, depositing Surry Hills pedestrians into Railway Square amid el-cheapo bargain shops, youth hostels and fast food joints.
Also in Railway Square is a series of plaques designed to inform passers-by on the history of Central Station and railway in NSW. The cemetery is mentioned in passing (heh).
The uneven terrain of Belmore Park perhaps provides us with the nearest idea of what the Devonshire Street Cemetery was like in its natural state as is possible today, although even it has a sordid and ugly past as an open gutter for the refuse of the nearby Belmore Produce Markets and Paddys Markets.
Rookwood Necropolis, Eastern Suburbs Memorial Park, Woronora Cemetery and many others were the recipients of many of the (not so) permanent residents of Devonshire Street, but none feature as striking and immediate a memorial as the tiny, eerie Camperdown Memorial Rest Park. Here, amongst the sombre atmosphere of tombstones and gloomy, gnarled trees lie what were once the gate posts met by visitors to Devonshire Street. These were removed along with everything else in 1901, and mysteriously disappeared from existence until 1946, when…
It seems almost sacrilegious that thousands of commuters tread all over this once-consecrated ground every day without any kind of marker to signify what was and who mattered, even if it was nearly 200 years ago. C’mon, NSW Government! They’re even in the right electorate! Meanwhile, to the 30,000 Sydneysiders scattered to the four corners by the winds of progress, the term ‘final resting place’ has little meaning.
Finally, here’s a fascinating account of a visit to Devonshire Street Cemetery just as its demolition was beginning. It originally appeared in the Clarence and Richmond Examiner, October 1 1901.
Original article: Platforms 26 & 27, Central Station – Sydney, NSW
The mystery of the ghost platforms hidden within Central Station continues to fascinate nearly 35 years after their inception, but since I still haven’t been in there to see them, there’s not much new to add. They’re still not being used for anything important, and there are still no plans to use them in the future.
But Central Station’s secrets extend far deeper than just these two platforms, so why don’t we dive into that instead? Bring a shovel.
A fact which escapes many people is that Rookwood Necropolis, located in Sydney’s west, is the largest of its kind in the Southern Hemisphere. It’s huge. It has its own postcode. Originally named Haslem’s Creek Cemetery, it opened in 1867 as a replacement for the close-to-capacity Devonshire Street Cemetery, itself a replacement for Sydney’s old burial ground, where Town Hall now stands. For once, they chose a winner – nearly 150 years later and it’s still not full.
A visit to the cemetery makes clear that although much of it is made up of graves from the distant past, it’s still a working cemetery and there are new additions all the time. But back when cars weren’t so commonplace, the easiest way to get a corpse and mourners from point a to point b was by train, and the premier way to do that from 1867 onwards was by rail. Trains would depart from Regent Street’s Mortuary Station and deviate at Lidcombe to the Rookwood line.
Once a train entered the Necropolis, there were four stations within the grounds at which to stop (that’s three more than Castle Hill ever had), with the main one romantically named Mortuary Receiving Station No. 1. Once again designed by James Barnet (currently a Rookwood resident), this was the most ornate of the four, and was a sister station to the one on Regent Street. Crafted to be reminiscent of a church, like Regent Street, Rookwood No. 1 featured a bell that would ring out half an hour before departure so as to let mourners know to get back on the train or get left behind. Looking at both this one and the Regent Street station it’s easy to see that they fit in perfectly with the Victorian era’s fascination with death and the afterlife (not to mention trains). It’s powerful imagery – your journey ended with angels holding scrolls and trumpets as you arrived at your final destination. Can’t say that about Epping Station. Once again, the station proved to be as murderous as its twin. That, or these are just some cases of people being in the right place at the wrong time:
In 1901, the line was expanded to include more stations within Rookwood, but none were constructed with such grandeur as No. 1 (which incidentally wasn’t as grand after the expansion, as part of its waiting rooms had to be removed to make way for the through line). No. 2 featured just a timber shelter:
No. 3 was the only other station in the line to have had any kind of thought put into its design, and that’s partly because it was built from the former waiting rooms of No. 1.
No. 4 was added in 1908, when the line was at its peak (particularly on Mothers’ Day). Again there’s no disguising it’s really just a shack along the platform.
As with Regent Street, as cars became the preferred way to get to and from (or in some cases, just to) a Rookwood funeral, the train line’s usefulness declined. It’s not like residents could catch the trains to and from work. In 1948, the line was decommissioned, and in typical CityRail style wasn’t completely removed until 1965 (even now, a Cemetery siding still exists off Lidcombe Station. Nice work, fellas). The stations themselves then passed on to their next life, some more interesting than others.
The site of No. 4 has since become a bus stop. Buses replaced trains as the public transport of choice to Rookwood after 1948. I’m assuming corpses still ride for free. Neither No. 4 or No. 2, the lesser stations, appear on the current Rookwood map. It’s almost like they don’t want you to know where they were, but the truth is that there’s not much at either site, so there’s almost no point in going there. No. 2, the least impressive of any of the stations, is today just a large green curve of grassy land bordered by tombstones – not exactly a standout spot at Rookwood.
No. 3, however, is a different story. Because it actually featured a building that would require things like foundations, the site is marked on the map, and today exists outside the Catholic Cemetery Trust office and carpark. It’s fascinating:
There’s no sign or anything apart from the hint on the map to let you know what this is. It’s so nothing that you almost wonder why they bothered leaving it there, but there it is.
No, the real story behind the Rookwood stations is the fate of Receiving House No. 1.
After 1948 it fell into dereliction. A bushfire destroyed all the woodwork, it became a popular place to drink at night (why?!) and, indignity of indignities, someone pinched the bell. Now let me stop this right there; someone stole the heavy bell? Who does that? How do they do it? Did they plan it? Case the bell for a few weeks before realising that the residents couldn’t do anything about it even if they tried? Did they back up the ute and load it up? Where is it today? Baffling.
The Railway Department needed to offload this bomb, and in 1952 it went on the market. It’s a strange decision; if RailCorp suddenly decided to close, say, Croydon Station, would it appear on the market not long after? Or maybe on eBay, with the Rookwood bell? Presumably because no one had internet back then, the station still hadn’t sold by 1959, when a Reverend Ted Buckle had a brilliant notion.
The station was bought by the All Saints Anglican Church in Ainslie, Canberra, to be its new building. It was demolished and reconstructed brick for brick…well, almost. Notice anything different? First off, they had to get a new bell, but second, the bell tower’s on the opposite side. Did they just forget where it had been in the first place? Didn’t the bricks not match up? Anyway, churchgoers in Ainslie still attend Mortuary Receiving House No. 1 each week, mostly unaware of the building’s history (despite the fact that it’s discussed in detail on the Church’s website).
It looks nice, and it’s very subdued. It doesn’t look out of place in the gloomy surrounds of Rookwood, and residents no longer need to worry about the noise pollution of the trains. Happy endings all around…especially for that sicko who’s out there somewhere, gleefully ringing his ill-gotten bell over and over, laughing maniacally.
The story of Sydney’s Eastern Suburbs railway is a long one, and we won’t be going down that tunnel today. Instead, we’ll be going down this one.
The reason this set of escalators down to the Eastern Suburbs and Illawarra line trains at Central Station is so long is because it’s actually going down two levels, not one. When the Eastern Suburbs platforms were being built throughout the 1960s and 1970s, construction crews made concessions for four extra platforms, not just the two that exist today. 26 & 27 lie above 24 & 25.
The plan was that platforms 24 and 25 would service the Illawarra and the Eastern Suburbs lines, and above them, platforms 26 & 27 would someday cater to an airport line. The platforms were built, but the planned airport line never materialised, and since 1979 the platforms have sat derelict. In fact, even when an airport line was built in the leadup to the Olympics in 2000, the platforms weren’t used – the reason being that modern trains were too heavy for the loadbearing capabilities of the platforms. Many photos exist online of these platforms, but since 26 & 27 are not accessible to the general public (with terrorism fears cited as the reason, because terrorists want to blow up empty train platforms), they won’t be appearing here. What’s interesting is the evidence of the platforms’ existence that is readily available, such as this:
But shhh! Don’t tell anyone, it’s a secret!
ANNUAL UPDATE: One year doesn’t seem to have made a difference to the future of these dead platforms.