This week, with Summer just getting under way, and the school holidays rapidly approaching, it seemed the perfect time to share this image of fun and recreation on The Georges River. Boating and enjoying the amazing Australian bush and waterways will be a popular pastime for many this summer, yet in Australia, and indeed on the Georges River itself there is a long history of holidaying and day tripping on the river.
With stunning scenery, as well as an easily traversable waterway, people have long made the trip to the Georges River to enjoy a day in the great Australian outdoors. In the early 1900s, a few business minded locals began to use motor launches to carry picnickers, holiday makers and day trippers to scenic places along the river. Others simply used their motor launches to offer a type of cruise, allowing visitors to the area to enjoy a day on the river in comfort.
Mr J. Latty was one of these enterprising locals. Living in Fairfield, not far from the river, he saw an excellent business opportunity and, according to an article in The Cumberland Argus and Fruitgrowers Advocate (September 11), in 1907 he organised for a new motor launch to be built. Latty’s Motor Launch, as it was seemingly known (at least, according to the postcard above) was a large launch with the ability to comfortably seat 20 people. Latty’s Motor Launch was just one of the many which plied the Georges River, but was extremely popular.
The image above, from a postcard dated circa 1930, captures a snapshot of a chapter in Sydney’s history which many are unaware of. Although today Rose Bay continues to be home to sea-planes, which are particularly popular for scenic flights, Rose Bay airport once had a much larger role to play in Sydney’s transport history.
Today, we think of Mascot and the Sydney airport as the home of international travel in Sydney, yet once, there was another airport at the heart of the industry. International travel by plane was, in the 1920s, almost unheard of. Yet there was a new type of plane – the flying boat – which was going to become a pioneer for international air travel. In the 1930s an airport was established at Rose Bay, at that stage on a temporary basis, to cater for these flying boats.
The Qantas Empire Airways and Imperial Airways used the Rose Bay airport – Sydney’s first international airport – as the terminus for their London to Sydney service. Of course, the planes could not make a continuous journey, and made many stops along the way, but the journey on a flying boat was luxurious and comfortable.
It was believed that in the wake of World War Two there would be a boom in international air travel. Yet while this prediction was correct, advances in the abilities of land based air craft meant that the flying boats became less popular. Plans to build further facilities at Rose Bay were put on hold as the flying boat services were gradually decreased. The last Qantas flight from Rose Bay took place in 1955, and the final commercial flight from the Rose Bay airport, an Ansett flight, took off in 1974.
Sydney Harbour Bridge from Farm Cove – Botanic Gardens (Photographer Unknown)
The image above is an iconic view of Sydney, familiar not just to Sydneysiders and visitors to Sydney, but worldwide. Indeed, The Sydney Harbour Bridge is an icon of Sydney, representing the harbour city around the world and showcasing the beautiful harbour to millions of people. Yet the bridge is not just a stunning structure, it has an amazing history.
Although today many think of the Sydney Harbour Bridge as simply an icon of Sydney, at the time that the bridge opened in 1932 it was icon of a whole different sort – an engineering marvel in itself. Yet the history of the bridge dates back well over a century before and the original bridge envisaged was a very different structure. In the early days of the colony, the famous convict architect Francis Greenway spoke with Governor Macquarie, suggesting a bridge be built in roughly the same place where the Sydney Harbour Bridge stands today. Of course, Greenways lofty dream didn’t come to pass, but by 1901, when Federation of the Australian States and Territories occurred, the need for a bridge across the harbour was well recognised. The year before, in 1900, the government called for people to submit designs for just such a bridge but all the designs were unsatisfactory, so the plans were again put aside.
In the wake of World War One though a real quest for a bridge spanning the harbour began. In 1923 Dr J.J.C Bradfield oversaw tenders for either an arch or cantilever bridge. Eventually, Bradfield would go on to oversee the entire design and building process of the now iconic bridge. The tender itself was won by a company from England, Dorman Long and Co. Ltd. They submitted a design by Sir Ralph Freeman for an arch bridge, and construction on the bridge began in 1924. Hundreds of families were displaced during the construction as entire streets of homes and businesses were resumed and demolished, without compensation, to make way for the now iconic bridge.
The image above is a wonderful glimpse into the history of a street which so many of us, Sydneysiders and visitors alike, are familiar with – Oxford Street. Today known as a cultural hub and for its restaurants and shopping, Oxford Street has a fascinating history. As we discovered last week, it was in fact Australia’s oldest highway!
As so often happens, as time wore on, and more people began to move about Sydney, Oxford Street became too narrow to service the traffic which used it. In 1907, the first stage of widening the important roadway was completed. This first stage was aimed at improving the intersection of Bourke, Flinders and Oxford Streets, and resulted in the creation of Taylor Square, so named in 1908. Between 1910 and 1914 Oxford Streets northern end, between Liverpool and Bourke Streets, was also widened.
In the 1920s, Oxford Street was again a prosperous and well patronised high street. Then, the Great Depression Hit and the once famous and prosperous street began its slide into disrepute. People no longer wanted to live in terraced houses, and so the character of the street changed as the affluent population moved into the suburbs where they were able to do so, and poorer people moved into the old houses. In the 1950s, the street became a haven for migrants and in the 1960s more professionals began to move back into the area.
It was also in the 1960s that a gay presence truly began to emerge in the area, and Oxford Streets culture began to change. In 1978 the first Gay and Lesbian Mardi Gras parade was held, and although it was followed by confrontations with police, cemented Oxford Streets central role in Sydney Gay and Lesbian Culture.
The image above is a stunning glimpse into the history of one of Sydney’s more famous streets – Oxford Street. Today, known for shopping, restaurants and a vibrant culture, Oxford Street has a long history, and one which is far different to the Oxford Street which we know so well today.
Many Sydneysiders and visitors alike are familiar with Oxford Street, yet few realise that the famous roadway is actually probably the oldest highway in Australia! Indeed, Oxford Street was once part of the South Head Road, which connected the settlement of Sydney with the vital signal station at South Head. Indeed, Oxford Street was the main route between the growing settlement of Sydney and the coast.
As such an important roadway, it is perhaps no surprise that by the 1870s Oxford Street was one of the most successful and lucrative commercial areas of Sydney. In fact, by the end of the 1880s, Oxford Street was recognised as one of the most prominent ‘High Streets’ in the settlement.
Come back next week to discover how Oxford Street changed and evolved in the 20th century to become the vibrant hub we see today.
The image above is an idyllic glimpse of a time gone by, and a place which continues to attract Sydneysiders for a day out and about in our beautiful bushland. Yet today, many of the famous motor launches which once plied the waters are long gone, a memory of another time.
With beautiful scenery and a waterway to navigate, people have made the trip to the Georges River for many years to enjoy a day in the beautiful natural surroundings. In the early 1900s, some enterprising locals began to run motor launches on the River to carry picnickers and day trippers to scenic spots, or simply allow them to enjoy a day on the River in comfort.
Mr J. Latty was one of these men. He lived in Fairfield and in 1907, according to an article in The Cumberland Argus and Fruitgrowers Advocate (September 11), he had a motor launch built which could comfortably sit 20 picnickers. The launch plied the Georges River and was very popular. The postcard captures the Latty Motor Launch, full of picnickers enjoying a day out.
The image above is a stunning glimpse of the history of one of Sydney’s most iconic landmarks. Today, the harbour bridge bustles with cars, trains, pedestrians and bikes, yet once, trams were a vital part of the thrum of activity. In fact trams were once at the heart of Sydney’s transport! With construction underway on new tram tracks in Sydney, and now Parramatta, it seemed the perfect time to explore the history of trams in Sydney.
Sydney once had an enormous network of trams, which we now hear more often described as ‘light rail’. In fact, the Sydney tram system was, at its height, the largest network of trams in Australia and one of the biggest in the whole world! Sydneys first trams were horse drawn, being a vital transport link between Sydney Railway station and Circular Quay. Yet this first track closed after a public campaign in 1866, because the track itself stood above the road and caused accidents.
By 1879 though, trams were back and seemingly here to stay. A steam tram system was growing up in Sydney and it rapidly expanded, covering first much of the city and then extending to closer suburbs around Sydney. Electrification of the lines began in 1898 and most lines were fully electric by 1910. At their height, the tram lines travelled to places as varied as Watsons Bay, Manly, Balmoral, Chatswood, The Spit and, as the postcard shows, across the Harbour Bridge.
The system began a gradual decline in the 1930s and the last of the original Sydney tram services ceased in 1961, with the last route to close being that to La Perouse.
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.
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.
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.